Vehicle driving system

ABSTRACT

First and second engines ENG 1  and ENG 2 ; first and second transmissions TM 1  and TM 2  shifting the output of the first and second engines; first and second one-way clutches OWC 1  and OWC 2  that are provided in each output portion of the first and second transmissions; a driving target member  11  commonly connected to the output members  121  of the first and second one-way clutches via clutch mechanisms CL 1  and CL 2  and transmits the rotational power transmitted to the output members of the one-way clutches to the driving wheel  2 ; a main motor/generator MG 1  connected to the member  11 ; a sub motor/generator MG 2  connected to the output shaft S 1  of the first engine; a battery  8  sending/receiving the electric power between both motor/generators; a synchronization mechanism  20  connecting/disconnecting the member  11  and the output shaft S 2  of the second engine; and a controller  5.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a National Stage entry of International ApplicationNo. PCT/JP2011/060787 filed May 10, 2011, which claims priority toJapanese Patent Application Nos. 2010-136542, 2010-136544 and2010-136549 filed Jun. 15, 2010, the disclosure of the priorapplications are hereby incorporated in their entirety by reference.

TECHNICAL FIELD

The present invention relates to a vehicle driving system that includesplural internal combustion engines.

BACKGROUND ART

As a vehicle driving system of the related art, various systems areknown (e.g., see PTLs 1 to 3). Among them, a system in PTL 1 isconfigured such that two engines, a first engine and a second engine,are mounted as a driving source. When the necessary torque is small,only the first engine is operated, an output thereof is input into atransmission, and when the necessary torque is large, by additionallyoperating the second engine section, the outputs of both engines aresynthesized and input into the transmission, whereby the necessarytorque is produced under an optimal condition depending on the loadsituation to improve the fuel efficiency of a vehicle.

A system in PTL 2 is configured such that power of an engine(substantially, considered as two engines) having two pistons ofdifferent strokes is input into the transmission in parallel via aone-way clutch and is transmitted to an output shaft.

PRIOR ART LITERATURE Patent Literature

-   [PTL 1] JP-S63-035822-B-   [PTL 2] JP-2003-083105-A-   [PTL 3] JP-2005-502543-A

SUMMARY OF INVENTION Problem to be Solved by Invention

Since the driving devices in PTLs 1 and 2 are configured such that thepowers of two independent engines or substantially two engines aresynthesized and input into the transmission, it is impossible toindividually change the rotation number or the like of each engine inrespect to the required output. For that reason, it is not possible tooperate the engine in a high efficiency point, and there is a limitationon improving fuel efficiency.

The present invention was made in view of the above circumstances, andan object thereof is to provide a vehicle driving system which canreduce fuel consumption with higher efficiency.

Means for Solving Problem

Claim 1 defines a vehicle driving system (e.g., a driving system 1 inembodiment) including:

a first internal combustion engine section (e.g., a first engine ENG1 inembodiment) and a second internal combustion engine section (e.g., asecond engine ENG2 in embodiment) that generate rotational powers,respectively;

a first transmission mechanism (e.g., a first transmission TM1 inembodiment) and a second transmission mechanism (e.g., a secondtransmission TM2 in embodiment) that output the generated rotationalpowers of the first internal combustion engine section and the secondinternal combustion engine section while changing speeds thereof,respectively;

a first one-way clutch (e.g., a first one-way clutch OWC1 in embodiment)and a second one-way clutch (e.g., a second one-way clutch OWC2 inembodiment) that are provided in the output portions of the firsttransmission mechanism and the second transmission mechanism,respectively, each one-way clutch having:

-   -   an input member (e.g., an input member 122 in embodiment) that        receives the rotational powers from the first transmission        mechanism and the second transmission mechanism;    -   an output member (e.g., an output member 121 in embodiment); and    -   an engagement member (e.g., a roller 123 in embodiment) that        makes the input member and the output member enter a locked        state or an unlocked state with each other, so that the input        member and the output member enter the locked state when a        rotational speed of a positive direction of the input member        exceeds a rotational speed of a positive direction of the output        member, thereby transmitting the rotational power from the input        member to the output member; and

a driving target member (e.g., a driving target member 11 in embodiment)that is commonly connected to the output members of the first one-wayclutch and the second one-way clutch and transmits the rotational powerto be transmitted to the output members of each one-way clutch to adriving wheel (e.g., a driving wheel 2 in embodiment),

wherein the generated rotational powers of the first internal combustionengine section and the second internal combustion engine section areinput to the first one-way clutch and the second one-way clutch via thefirst transmission mechanism and the second transmission mechanism,respectively, and the rotational powers are input to the driving targetmember via the first one-way clutch and the second one-way clutch,respectively.

Claim 2 defines, based on claim 1, the system,

wherein the first transmission mechanism and the second transmissionmechanism are constituted by continuously variable transmissionmechanisms (e.g., continuously variable transmission mechanisms BD1 andBD2 in embodiment) that can be changed in a non-step manner.

Claim 3 defines, based on claim 2, the system,

wherein the continuously variable transmission mechanism includes:

-   -   an input shaft (e.g., an input shaft 101 in embodiment) that        rotates around an input center axis (e.g., an input center axis        O1 in embodiment) by receiving the rotational power;    -   plural first fulcrums (e.g., a first fulcrum O3 in embodiment)        that are provided in a circumferential direction of the input        shaft at equal intervals, are able to change an eccentricity        (e.g., an eccentricity r1 in embodiment) with respect to the        input center axis, respectively, and rotate together with the        input shaft around the input center axis while maintaining the        eccentricity;    -   plural eccentric disks (e.g., an eccentric disk 104 in        embodiment) that hold the first fulcrums as the centers,        respectively, and rotate around the input center axis;    -   a one-way clutch (e.g., a one-way clutch 120 in embodiment) that        has an output member (e.g., an output member 121 in embodiment)        that rotates around an output center axis (e.g., an output        center axis O2 in embodiment) separated from the input center        axis, an input member (e.g., an input member 122 in embodiment)        that is oscillated around the output center axis by receiving        the power of a rotational direction from the outside, and an        engagement member (e.g., a roller 123 in embodiment) that makes        the input member and the output member enter a locked state or        an unlocked state with each other, and when the rotational speed        of the positive direction of the input member exceeds the        rotational speed of the positive direction of the output member,        the one-way clutch transmits the rotational power, which was        input into the input member, to the output member, thereby        converting an oscillation movement of the input member to a        rotational movement of the output member;    -   a second fulcrum (e.g., a second fulcrum O4 in embodiment) that        is positioned separately from the output center axis of the        input member;    -   plural connection members (e.g., a connection member 130 in        embodiment) that have one ends (e.g., a ring portion 131 in        embodiment) connected to the outer peripheries of the eccentric        disks so as to be rotatable around the first fulcrum and the        other ends (e.g., the other end portion 132 in embodiment)        connected to the second fulcrum provided on the input member of        the one-way clutch so as to be rotatable, thereby transmitting        the rotational movement, which is given from the input shaft to        the eccentric disk, to the input member of the one-way clutch as        an oscillation movement of the input member; and    -   a transmission ratio variable mechanism (e.g., a transmission        ratio variable mechanism 112 in embodiment) that changes an        oscillation angle of the oscillation movement to be transmitted        from the eccentric disk to the input member of the one-way        clutch by adjusting the eccentricity of the first fulcrum with        respect to the input center axis, thereby changing the        transmission ratio when the rotational power to be input into        the input shaft is transmitted to the output member of the        one-way clutch via the eccentric disk and the connection member        as the rotational power, and

wherein the continuously variable transmission mechanism is configuredas a four bar linkage mechanism type of continuously variabletransmission mechanism that can set the transmission ratio to infinityby setting the eccentricity to be zero, the output shaft (e.g., outputshafts S1 and S2 in embodiment) of the internal combustion enginesection is connected to the input shaft of the continuously variabletransmission mechanism, and the one-way clutch which is a component ofthe continuously variable transmission mechanism also serves as thefirst one-way clutch and the second one-way clutch provided between thefirst transmission mechanism, the second transmission mechanism, and thedriving target member, respectively.

Claim 4 defines, based on claim 3, the system, further including:

clutch mechanisms (e.g., clutch mechanisms CL1 and CL2 in embodiment)that can transmit/disconnect the power between the output members of thefirst one-way clutch and the second one-way clutch and the drivingtarget member.

Claim 5 defines, based on claim 1, the system, further including:

a main motor/generator (e.g., a main motor/generator MG1 in embodiment)connected to the driving target member.

Claim 6 defines, based on claim 1, the system, further including:

a sub motor/generator (e.g., a sub motor/generator MG 2 in embodiment)connected to the output shaft of the first internal combustion enginesection.

Claim 7 defines, based on claim 1, the system, further including:

a main motor/generator connected to the driving target member; and

a sub motor/generator connected to the output shaft of the firstinternal combustion engine section.

Claim 8 defines, based on claim 1, the system, further including:

clutch mechanisms that can transmit/disconnect the power between theoutput members of the first one-way clutch and the second one-way clutchand the driving target member.

Claim 9 defines, based on claim 1, the system,

wherein the first and second internal combustion engine sections havehigh efficiency operation points different from each other.

Claim 10 defines, based on claim 1, the system, further including:

a controller (e.g., a controller 5 in embodiment) configured to performa synchronization control which controls the rotation number of thefirst and second internal combustion engine sections and/or thetransmission ratios of the first and second transmission mechanisms sothat the rotational speed to be input into both input members of thefirst one-way clutch and the second one-way clutch exceeds therotational speed of the output member,

wherein the controller controls the first internal combustion enginesection and/or the first transmission mechanism in the state of fixingan operation condition to a certain range so that the rotation numberand/or the torque of the first internal combustion engine section entersa high efficiency operation region when performing the synchronizationcontrol, and controls the second internal combustion engine section andthe second transmission mechanism depending on the output requestexceeding the output to be obtained by the fixed operation condition.

Claim 11 defines, based on claim 10, the system,

wherein a displacement of the first internal combustion engine section,to which the operation condition is fixed, is smaller than adisplacement of the second internal combustion engine section.

Claim 12 defines, based on claim 10, the system,

wherein a displacement of the first internal combustion engine section,to which the operation condition is fixed, is greater than adisplacement of the second internal combustion engine section.

Claim 13 defines, based on claim 10, the system,

wherein one of the first internal combustion engine section and thesecond internal combustion engine section is set to have a largedisplacement, and the other thereof is set to have a small displacement,and

wherein the controller performs the control so that, when the requestoutput is equal to or greater than a predetermined value, the internalcombustion engine section of the small displacement is set in theoperation condition fixing side, and when the request output is equal toor less than a predetermined value, the internal combustion enginesection of the large displacement is set in the operation conditionfixing side.

Claim 14 defines, based on claim 10, the system,

wherein the continuously variable transmission mechanism includes:

-   -   an input shaft that rotates around the input center axis by        receiving the rotational power;    -   plural first fulcrums that are provided in a circumferential        direction of the input shaft at equal intervals, are able to        change an eccentricity with respect to the input center axis,        respectively, and rotate together with the input shaft around        the input center axis while maintaining the eccentricity;    -   plural eccentric disks that hold the first fulcrums as the        centers, respectively, and rotate around the input center axis;    -   a one-way clutch that has an output member that rotates around        an output center axis separated from the input center axis, an        input member that is oscillated around the output center axis by        receiving the power of a rotational direction from the outside,        and an engagement member that makes the input member and the        output member enter a locked state or an unlocked state with        each other, and when the rotational speed of the positive        direction of the input member exceeds the rotational speed of        the positive direction of the output member, the one-way clutch        transmits the rotational power, which was input into the input        member, to the output member, thereby converting an oscillation        movement of the input member to a rotational movement of the        output member;    -   a second fulcrum that is positioned separately from the output        center axis on the input member;    -   plural connection members that have one ends connected to the        outer peripheries of the eccentric disks so as to be rotatable        around the first fulcrum, and the other ends connected to the        second fulcrum provided on the input member of the one-way        clutch so as to be rotatable, thereby transmitting the        rotational movement, which is given from the input shaft to the        eccentric disk, to the input member of the one-way clutch as an        oscillation movement of the input member; and    -   a transmission ratio variable mechanism that changes an        oscillation angle of the oscillation movement to be transmitted        from the eccentric disk to the input member of the one-way        clutch by adjusting the eccentricity of the first fulcrum with        respect to the input center axis, thereby changing the        transmission ratio when the rotational power to be input into        the input shaft is transmitted to the output member of the        one-way clutch via the eccentric disk and the connection member        as the rotational power, and

wherein the continuously variable transmission mechanism is configuredas a four bar linkage mechanism type of continuously variabletransmission mechanism that can set the transmission ratio to infinityby setting the eccentricity to be zero, the output shaft of the internalcombustion engine section is connected to the input shaft of thecontinuously variable transmission mechanism, and the one-way clutchwhich is a component of the continuously variable transmission mechanismalso serves as the first one-way clutch mechanism and the second one-wayclutch mechanism provided between the first transmission, the secondtransmission, and the driving target member, respectively.

Claim 15 defines, based on claim 1, the system, further including:

a controller configured to perform a synchronization control whichcontrols the rotation number of the first and second internal combustionengine sections and/or the transmission ratios of the first and secondtransmission mechanisms so that the rotational speed to be input intoboth input members of the first one-way clutch and the second one-wayclutch exceeds the rotational speed of the output member.

Claim 16 defines, based on claim 15, the system,

wherein the first transmission mechanism and the second transmissionmechanism are constituted by continuously variable transmissionmechanisms capable of changing the transmission ratio in a non-stepmanner.

Claim 17 defines, based on claim 16, the system,

wherein the continuously variable transmission mechanism includes:

-   -   an input shaft that rotates around the input center axis by        receiving the rotational power;    -   plural first fulcrums that are provided in a circumferential        direction of the input shaft at equal intervals, are able to        change an eccentricity with respect to the input center axis,        respectively, and rotate together with the input shaft around        the input center axis while maintaining the eccentricity;    -   plural eccentric disks that hold the first fulcrums as the        centers, respectively, and rotate around the input center axis;    -   a one-way clutch that has an output member that rotates around        an output center axis separated from the input center axis, an        input member that is oscillated around the output center axis by        receiving the power of a rotational direction from the outside,        and an engagement member that makes the input member and the        output member enter a locked state or an unlocked state with        each other, and when the rotational speed of the positive        direction of the input member exceeds the rotational speed of        the positive direction of the output member, the one-way clutch        transmits the rotational power, which was input into the input        member, to the output member, thereby converting an oscillation        movement of the input member to a rotational movement of the        output member;    -   a second fulcrum that is positioned separately from the output        center axis on the input member;    -   plural connection members that have one ends connected to the        outer peripheries of the eccentric disks so as to be rotatable        around the first fulcrum, and the other ends connected to the        second fulcrum provided on the input member of the one-way        clutch so as to be rotatable, thereby transmitting the        rotational movement, which is given from the input shaft to the        eccentric disk, to the input member of the one-way clutch as an        oscillation movement of the input member; and    -   a transmission ratio variable mechanism that changes an        oscillation angle of the oscillation movement to be transmitted        from the eccentric disk to the input member of the one-way        clutch by adjusting the eccentricity of the first fulcrum with        respect to the input center axis, thereby changing the        transmission ratio when the rotational power to be input into        the input shaft is transmitted to the output member of the        one-way clutch mechanism via the eccentric disk and the        connection member as the rotational power, and

wherein the continuously variable transmission mechanism is configuredas a four bar linkage mechanism type of continuously variabletransmission mechanism that can set the transmission ratio to infinityby setting the eccentricity to be zero, the output shaft of the internalcombustion engine section is connected to the input shaft of thecontinuously variable transmission mechanism, and the one-way clutchwhich is a component of the continuously variable transmission mechanismalso serves as the first one-way clutch and the second one-way clutchprovided between the first transmission mechanism, the secondtransmission mechanism, and the driving target member, respectively.

Advantages of Invention

According to Claim 1, since the respective first and second internalcombustion engine portions are individually equipped with thetransmission mechanisms, by combining the rotation number of theinternal combustion engine section with the setting of the transmissionratio of the transmission mechanism, the output rotation number (theinput rotation number of the input member of the one-way clutch) fromthe transmission mechanism can be controlled. Thus, the rotation numberof each internal combustion engine section can be independentlycontrolled depending on the setting of the transmission ratio of thetransmission mechanism, and it is possible to operate each internalcombustion engine section with effective movement point, respectively,which can contribute to improved fuel efficiency.

When the combination of “the internal combustion engine section and “thetransmission mechanism” is called “a power mechanism”, since two sets ofpower mechanisms are connected to the same driving target member via theone-way clutch mechanism, respectively, the selective switch-over of thepower mechanism to be used as a driving source or the synthesis of thedriving forces from two power mechanisms can be executed only byperforming the control of the input rotation number (the rotation numberto be output from the power mechanism) with respect to each one-wayclutch.

According to Claim 2, since the continuously variable transmissionmechanism shiftable in a non-step manner is used as the first and secondtransmission mechanisms, only by changing the transmission ratio of thetransmission mechanism in a non-step manner while keeping the runningstate in a high efficiency operation point without changing the rotationnumber of the internal combustion engine section, it is possible tosmoothly control ON/OFF of the power transmission from each powermechanism to the driving target member (“the connection anddisconnection” of a power transmission path due to the locked state orthe unlocked state of the one-way clutch are called “ON/OFF” for thesake of convenience).

In this regard, in the case of a step transmission mechanism, in orderto smoothly control ON/OFF of the one-way clutch by changing the outputrotation number of the power mechanism, there is a need to adjust therotation number of the internal combustion engine portion to meet thetransmission gear step. Meanwhile, in the case of the continuouslyvariable transmission mechanism, since the output rotation number of thepower mechanism can be smoothly changed only by adjusting thetransmission ratio of the transmission mechanism in a non-step mannerwithout changing the rotation number of the internal combustion enginesection, it is possible to smoothly perform the switch-over of thedriving source (the internal combustion engine section) due to ON/OFF ofthe power transmission between the power mechanism and the drivingtarget member via the one-way clutch. Thus, it is possible to keep theoperation of the internal combustion engine section in a running statehaving a satisfactory BSFC (Brake Specific Fuel Consumption).

According to Claims 3, 14, and 17, by adopting the continuously variabletransmission mechanism configured such that the rotational movement ofthe input shaft is converted to the eccentric rotational movement of theeccentric disk with the variable eccentricity, the eccentric rotationalmovement of the eccentric disk is transmitted to the input member of theone-way clutch via the connection member as the oscillation movement,and the oscillation movement of the input member is converted to therotational movement of the output member of the one-way clutch, thetransmission ratio can be increased to infinity only by changing theeccentricity. Thus, even if there is no clutch which separates theinternal combustion engine section as the driving source from aninertial mass portion of a downstream side (output side), by setting thetransmission ratio to infinity, when the internal combustion engineportion is started or the like, the inertial mass portion of thedownstream side can be substantially separated from the internalcombustion engine section. For that reason, the inertial mass portion ofthe downstream side (the output side) does not amount to resistance whenthe internal combustion engine section is started, but the starting ofthe internal combustion engine section can be smoothly performed.

By setting the transmission ratio to infinity, even if there is noclutch, substantially separating the internal combustion engine sectionfrom the inertial mass portion of the downstream side is particularlyeffective when connecting the main motor/generator to the driving targetmember to become hybrid. For example, in the case of shifting from an EVrunning, in which only the driving force of the main motor/generator isused, to a series running, in which the first internal combustion enginesection is started, the sub motor/generator provided separately isdriven by the driving force of the first internal combustion enginesection, the electric power generated in the sub motor/generator issupplied to the main motor/generator, and the running is performed bythe driving force of the main motor/generator, there is a need for thestarting of the first internal combustion engine in the state of the EVrunning. However, since the resistance during starting internalcombustion engine portion can be reduced as mentioned above, theshifting from the EV running to the series running can be smoothlyperformed without shock. By substantially separating the internalcombustion engine section from the inertial mass portion of thedownstream side, since the rotational resistance when executing theseries running can be reduced, it is possible to reduce energy lossduring series running and contribute to improved fuel efficiency.

In the case of adopting this type of continuously variable transmissionmechanism, since the number of gears used can be reduced, energy lossdue to engagement abrasion of the gears can be reduced.

According to Claims 4 and 8, by causing the clutch mechanism to enterthe disconnection state (called cutting state or OFF state), it ispossible to separate the power transmission path of the upstream sidefrom the power transmission path of the downstream side by the clutchmechanism. Thus, it is possible to prevent the drag of the one-wayclutch which is not used in the wheel driving, whereby unnecessaryenergy loss can be reduced.

According to Claim 5, since the main motor/generator is connected to thedriving target member as the power source different from the internalcombustion engine section, it is possible to perform the EV running onlyusing the driving force of the main motor/generator. During EV running,the rotational speed of the positive direction of the output memberexceeds the rotational speed of the positive direction of the inputmember in the first and second one-way clutches, the state of clutch OFF(unlocked state) is generated, and the power mechanism is separated fromthe driving target member.

When shifting from the EV running to the engine running using thedriving force of the internal combustion engine section, the control isperformed so that the input rotation number of the one-way clutchannexed to the internal combustion engine section using the drivingforce exceeds the rotation number of the driving target member that isdriven by the main motor/generator. As a result, it is possible toeasily switch over the running mode from the EV running to the enginerunning.

By synchronizing the rotation number to be input from the internalcombustion engine section to the one-way clutch with the rotation numberto be given from the main motor/generator to the driving target member,it is also possible to perform a parallel running which uses both thedriving force of the internal combustion engine section and the drivingforce of the main motor/generator. Since it is also possible to startthe internal combustion engine section by the use of the driving forceof the main motor/generator, a separate starter device (e.g., a startermotor or the like) for the internal combustion engine can be omitted. Bycausing the main motor/generator to function as a generator when avehicle is decelerated, since it is possible to cause a regenerationbraking force to act on the driving wheel and obtain the regenerationbraking power, an improvement in energy efficiency is also promoted.

According to Claim 6, since the sub motor/generator is connected to theoutput shaft of the first internal combustion engine section, the submotor/generator can be used as the starter of the first internalcombustion engine section, and there is no need to provide a separatestarter device for the internal combustion engine section. By using thesub motor/generator as a generator that generates electricity by thedriving force of the first internal combustion engine section andsupplying the generated electric power to the main motor/generatorprovided separately, the series running can also be performed.

According to Claim 7, as the power source different from the internalcombustion engine section, after the main motor/generator is connectedto the driving target member, the sub motor/generator is connected tothe output shaft of the first internal combustion engine section. Thus,besides the engine running using only the driving force of the internalcombustion engine section, it is possible to select and execute variousrunning modes such as the EV running that uses the driving force of themain motor/generator, the parallel running that uses the driving forcesof both the internal combustion engine section and the mainmotor/generator in parallel, and the series running which supplies theelectric power generated in the sub motor/generator to the mainmotor/generator using the driving force of the first internal combustionengine section and performs the running by the driving force of the mainmotor/generator.

According to Claim 9, since the high efficiency operation points of thefirst and second internal combustion engine sections are different fromeach other, by preferentially selecting the internal combustion enginesection having a high efficiency as the driving source, an overallimprovement in energy efficiency can be promoted. To make the highefficiency operation points of the internal combustion engine portiondifferent from each other, magnitudes of the displacement of theinternal combustion engine section may be made different.

According to Claim 10, when performing the synchronization control thatsynthesizes the driving forces of two internal combustion enginesections to drive the driving target member such as during high speedrunning, since at least one internal combustion engine section side (thefirst internal combustion engine section side) is operated in the highefficiency operation region, it is possible to contribute to improvedfuel efficiency.

According to Claim 11, even when there is a great fluctuation in therequest output, since the internal combustion engine section side ofhigh displacement copes with the great fluctuation, it is possible toreduce the delay depending on the request.

According to Claim 12, since the internal combustion engine section ofthe large displacement is operated in the high efficiency operationscope, it is possible to further contribute to improved fuel efficiency.

According to Claim 13, when the request output is great, the internalcombustion engine section of the small displacement is set in theoperation condition fixing side, and the internal combustion enginesection side of the large displacement copes with the fluctuation in therequest output. Thus, it is possible to reduce the delay depending onthe request. When the request output is small, the internal combustionengine section of the large displacement is set in the operationcondition fixing side, and the internal combustion engine section sideof the small displacement copes with the fluctuation in the requestoutput. Thus, it is possible to further contribute to improved fuelefficiency.

According to Claim 15, when performing the engine running by the powersynthesis of two internal combustion engine sections, only by performingthe control so that the input rotation number of both the first one-wayclutch and the second one-way clutch exceed the output rotation number,it is possible to easily input the great driving force, in which theoutputs of two internal combustion engine sections are synthesized, intothe driving target member to perform the running, without performing aspecial clutch operation.

According to Claim 16, since the continuously variable transmissionshiftable in the non-step manner is used as the first and secondtransmission mechanisms, it is possible to smoothly control ON/OFF ofthe power transmission from each driving mechanism to the driving targetmember (“the connection and disconnection” of a power transmission pathdue to the locked state or the unlocked state of the one-way clutch arecalled “ON/OFF” for the sake of convenience), only by changing thetransmission ratio of the transmission mechanism in a non-step mannerwhile keeping the running state in a high efficiency operation pointwithout changing the rotation number of the internal combustion enginesection. Thus, only by changing the transmission ratio of thetransmission mechanism in the non-step manner, is it possible tosmoothly perform the switch-over from the running using the drivingforce of the one internal combustion engine section to the running usingthe synthetic driving force of two internal combustion engine sectionswithout shock.

In this regard, in the case of a step transmission mechanism, in orderto smoothly control ON/OFF of the one-way clutch by changing the outputrotation number of the power mechanism, there is a need to adjust therotation number of the internal combustion engine portion to meet thetransmission gear step. Meanwhile, in the case of the continuouslyvariable transmission mechanism, since the output rotation number of thepower mechanism can be smoothly changed only by adjusting thetransmission ratio of the transmission mechanism in a non-step mannerwithout changing the rotation number of the internal combustion enginesection, it is possible to smoothly perform the switch-over of thedriving source (the internal combustion engine section) due to ON/OFF ofthe power transmission between the power mechanism and the drivingtarget member via the one-way clutch. Thus, it is possible to keep theoperation of the internal combustion engine section in a running statehaving a satisfactory BSFC (Brake Specific Fuel Consumption).

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 shows a vehicle driving system of an embodiment of the presentinvention in a skeleton manner.

FIG. 2 cross-sectionally shows an infinite continuously variabletransmission mechanism which is a major portion of the driving system.

FIG. 3 cross-sectionally shows a part of the transmission mechanism froman axial direction.

FIGS. 4A to 4D show a first half of a transmission principal by atransmission ratio variable mechanism in the transmission mechanism,

FIG. 4A shows the state where an eccentricity r1 with respect to aninput center axis O1 as a rotation center of a first fulcrum O3, whichis a center point of an eccentric disk 140, is set to be “large”, and atransmission ratio i is set to be “small”,

FIG. 4B shows the state where the eccentricity r1 is set to be “middle”and the transmission ratio i is set to be “middle”,

FIG. 4C shows the state where the eccentricity r1 is set to be “small”and the transmission ratio i is set to be “small”, and

FIG. 4D shows the state where the eccentricity r1 is set to “zero” andthe transmission ratio i is set to “infinity (∞)”.

FIGS. 5A to 5C show a change of an oscillation angle θ2 of an inputmember 122 of a one-way clutch 120 when altering the eccentricity r1 ofthe eccentric disk and changing the transmission ratio i, as a secondhalf of the transmission principal,

FIG. 5A shows the state where an oscillation angle θ2 of the inputmember 122 is “large” by setting the eccentricity r1 to be “large” andthe transmission ratio i to be “small”,

FIG. 5B shows the state where an oscillation angle θ2 of the inputmember 122 is “middle” by setting the eccentricity r1 to be “middle” andthe transmission ratio i to be “middle”, and

FIG. 5C shows the state where an oscillation angle θ2 of the inputmember 122 is “small” by setting the eccentricity r1 to be “small” andthe transmission ratio i to be “large”.

FIG. 6 shows a driving force transmission principal of the infinitecontinuously variable transmission mechanism configured as four barlinkage mechanism.

FIG. 7 shows a relationship between a rotation angle θ of an input shaftand a rotation angle ω2 of an input member of a one-way clutch whenchanging an eccentricity r1 (a transmission ratio i) of an eccentricdisk, which rotates with an input shaft at a constant velocity, to“large”, “middle”, and “small” the infinite continuously variabletransmission mechanism.

FIG. 8 shows an extraction principal of the output when power istransmitted from an input side (an input shaft or an eccentric disk) toan output side (an output member of a one-way clutch) by pluralconnection members in the infinite continuously variable transmissionmechanism.

FIG. 9 shows an operation pattern A in the driving system.

FIG. 10 shows an operation pattern B in the driving system.

FIG. 11 shows an operation pattern C in the driving system.

FIG. 12 shows an operation pattern D in the driving system.

FIG. 13 shows an operation pattern E in the driving system.

FIG. 14 shows an operation pattern F in the driving system.

FIG. 15 shows an operation pattern G in the driving system.

FIG. 16 shows an operation pattern H in the driving system.

FIG. 17 shows an operation pattern I in the driving system.

FIG. 18 shows an operation pattern J in the driving system.

FIG. 19 shows an operation pattern K in the driving system.

FIG. 20 shows an operation pattern L in the driving system.

FIG. 21 shows an operation pattern M in the driving system.

FIG. 22 shows an operation pattern N in the driving system.

FIG. 23 shows an operation pattern O in the driving system.

FIG. 24 shows a control operation depending on a running state to beexecuted in the driving system at the time of departure.

FIG. 25 shows a control operation depending on a running state to beexecuted in the driving system at the time of low speed running.

FIG. 26 shows a control operation to be executed in the driving systemat the time of the switch-over (a switch operation) from an EV runningto an engine running.

FIG. 27 shows a control operation depending on a running state to beexecuted in the driving system during middle speed running.

FIG. 28 shows a control operation to be executed in the driving systemat the time of the switch-over (a switch operation) from an enginerunning mode by a first engine to an engine running mode by a secondengine.

FIG. 29 shows a control operation depending on a running state to beexecuted in the driving system at the time of a middle high speedrunning.

FIG. 30 shows a control operation to be executed in the driving systemat the time of the switch-over (a switch operation) from an enginerunning mode by a second engine to a parallel engine running mode by thesecond engine and the first engine.

FIG. 31 shows a control operation depending on a running state to beexecuted in the driving system at the time of a high speed running.

FIG. 32 shows a control operation to be executed in the driving systemat the time of the vehicle backward movement.

FIG. 33 shows a control operation to be executed in the driving systemat the time of the vehicle stop.

FIGS. 34A and 34B show a backward movement impossible state due to thelocking of the transmission.

FIG. 35 shows an operation situation in a low speed region.

FIG. 36 shows an operation situation in a middle speed region.

FIG. 37 shows an operation situation in a high speed region.

FIG. 38 shows an engagement setting range for an engine in the drivingsystem.

FIG. 39 shows a vehicle driving system of another embodiment of thepresent invention in a skeleton manner.

FIG. 40 cross-sectionally shows a modified example of a vehicle drivingsystem of the present invention.

DESCRIPTION OF EMBODIMENTS

Hereinafter, an embodiment of the present invention will be describedbased on the drawings.

FIG. 1 shows a vehicle driving system of an embodiment of the presentinvention in a skeleton manner. FIG. 2 cross-sectionally shows aninfinite continuously variable transmission mechanism that is a majorportion of the driving system. FIG. 3 cross-sectionally shows a part ofthe infinite continuously variable transmission mechanism from an axialdirection.

Overall Configuration

The vehicle driving system 1 includes two engines ENG1 and ENG2 as firstand second internal combustion engine sections that generate therotational power, respectively; first and second transmissions(transmission mechanism) TM1 and TM2 that are provided in eachdownstream side of the first and second engines ENG1 and ENG2; first andsecond one-way clutches OWC1 and OWC2 that are provided in the outputportions of the respective transmissions TM1 and TM2; a driving targetmember 11 that receives the output rotation transmitted via the one-wayclutches OWC1 and OWC2; a main motor/generator MG1 that is connected tothe driving target member 11; a sub motor/generator MG2 that isconnected to the output shaft S1 of the first engine ENG1; a battery(storage) 8 that can send and receive the electric power between themain and/or sub motor/generators MG1 and MG2; and a controller 5 thatperforms the control of the running pattern or the like by controllingvarious elements.

The respective one-way clutches OWC1 and OWC2 have an input member (anouter clutch) 122, an output member (an inner clutch) 121, pluralrollers (engagement members) 123 that are disposed between the inputmember 122 and the output member 121 and make both members 122 and 121enter a locked state or an unlocked state with each other, and a biasingmember 126 that biases the rollers 123 in a direction giving the lockedstate. When the rotational speed of the positive direction (an arrow RD1direction) of the input member 122 receiving each rotational power fromthe first transmission TM1 and the second transmission TM2 exceeds therotational speed of the positive direction of the output member 121, theinput member 122 and the output member 121 enter the locked state witheach other, whereby the rotational power input to the input member 122is transmitted to the output member 121.

The first and second one-way clutches OWC1 and OWC2 are disposed in theleft and the right sides with a differential device 10 interposedtherebetween, and each output member 121 of the first and second one-wayclutches OWC1 and OWC2 is connected to the driving target member 11 viaseparate clutch mechanisms CL1 and CL2, respectively. The clutchmechanisms CL1 and CL2 are provided so as to control thetransmission/disconnection of the power between each output member 121of the first and second one-way clutches OWC1 and OWC2 and the drivingtarget member 11.

The driving target member 11 is configured by a differential case of thedifferential device 10, and the rotational force transmitted to theoutput members 121 of the respective one-way clutches OWC1 and OWC2 istransmitted to the left and right driving wheels 2 via the differentialdevice 10 and left and right accelerator shafts 13L and 13R. Adifferential pinion and a side gear (not shown) are attached to thedifferential case (the driving target member 11) of the differentialdevice 10, the left and right accelerator shafts 13L and 13R areconnected to the left and right side gears, and the left and rightaccelerator shafts 13L and 13R are subjected to a differential rotation.

In the first and second engines ENG1 and ENG2, engines of highefficiency operation point different from each other are used, the firstengine ENG1 is an engine of a small displacement, and the second engineENG2 is an engine of the displacement greater than that of the firstengine ENG1. For example, the displacement of the first engine ENG1 is500 cc, the displacement of the second engine ENG2 is 1,000 cc, and thetotal displacement is 1,500 cc. Of course, the combination of thedisplacement is arbitrary.

The drive gear 15 attached to the output shaft of the mainmotor/generator MG1 is engaged with the drive gear 12 provided in thedriving target member 11, whereby the main motor/generator MG1 and thedriving target member 11 are connected to each other in a powertransmittable manner. For example, the main motor/generator MG1functions as the motor, the driving force is transmitted from the mainmotor/generator MG1 to the driving target member 11. When causing themain motor/generator MG1 to function as the generator, the power isinput from the driving target member 11 to the main motor/generator MG1,and the mechanical energy is converted to the electric energy.Simultaneously, the regeneration braking power acts on the drivingtarget member 11 from the main motor/generator MG1.

The sub motor/generator MG2 is directly connected to the output shaft S1of the first engine ENG1, and performs the mutual transmission of thepower between the sub motor/generator MG2 and the output shaft S1. Evenin this case, when the sub motor/generator MG2 functions as the motor,the driving force is transmitted from the sub motor/generator MG2 to theoutput shaft S1 of the first engine ENG1. When the sub motor/generatorMG2 functions as the generator, the power is transmitted from the outputshaft S1 of the first engine ENG1 to the sub motor/generator MG2.

In the driving system 1 including the above elements, the rotationalpower generated in the first engine ENG1 and the second engine ENG2 isinput to the first one-way clutches OWC1 and the second one-way clutchOWC2 via the first transmission TM1 and the second transmission TM2, andthe rotational power is input to the driving target member 11 via thefirst one-way clutches OWC1 and the second one-way clutch OWC2.

In the driving system 1, between the output shaft S2 of the secondengine ENG2 and the driving target member 11, a synchronizationmechanism (clutch, starter clutch) 20 is provided which can connect anddisconnect the power transmission between the output shaft S2 and thedriving target member 11 different from the power transmission via thesecond transmission TM2. The synchronization mechanism 20 includes afirst gear 21 that is always engaged with the drive gear 12 provided inthe driving target member 11 and is provided around the output shaft S2of the second engine ENG2 in a rotatable manner; a second gear 22 thatis provided so as to rotate integrally with the output shaft S2 aroundthe output shaft S2 of the second engine ENG2; and a sleeve 24 thatjoins or releases the first gear 21 and the second gear 22 by beingsubjected to the slide operation in the axial direction. That is, thesynchronization mechanism 20 configures a power transmission pathdifferent from the power transmission path via the second transmissionTM2 and the clutch mechanism CL2, and connects and disconnects the powertransmission in the power transmission path.

Configuration of Transmission

Next, the first and second transmissions TM1 and TM2 used in the drivingsystem 1 will be described.

The first and second transmissions TM1 and TN2 are configured by thecontinuously variable transmission mechanism of approximately the sameconfiguration. This continuously variable transmission mechanism is akind of a mechanism called IVT (Infinity Variable Transmission=atransmission mechanism of a type that sets the transmission ratio toinfinity without using the clutch and can set the output rotation numberto zero), is able to change the transmission ratio (ratio=i) in anon-step manner and can set the maximum value of the transmission ratioto infinity (∞). The continuously variable transmission mechanism isconfigured by the infinite continuously variable transmission mechanismBD (BD1 and BD2).

As shown in FIGS. 2 and 3, the infinite continuously variabletransmission mechanism BD includes an input shaft 101 that rotatesaround the input center axis O1 by receiving the rotational power fromthe engines ENG1 and ENG2, plural eccentric disks 104 that rotateintegrally with the input shaft 101, connection members 130 of the samenumber as that of the eccentric disks 104 for connecting the input shaftwith the output shaft, and a one-way clutch 120 that is provided in theoutput side.

The eccentric disks 104 are formed in a circular shape around the firstfulcrums O3, respectively. The first fulcrums O3 are provided in acircumferential direction of the input shaft 101 at equal intervals, isable to change the eccentricity r1 with respect to the input center axisO1, respectively, and are set so as to rotate with the input shaft 101around the input center axis O1 while maintaining the eccentricity r1.Thus, the eccentric disks 104 are provided so as to eccentrically rotatearound the input center axis O1 along with the rotation of the inputshaft 101 in the state of maintaining the eccentricity r1, respectively.

As shown in FIG. 3, the eccentric disks 104 are configured by an outerperipheral side disk 105, and an inner peripheral side disk 108 formedintegrally with the input shaft 101. The inner peripheral side disk 108is formed as a thick disk in which the center thereof is biased to theinput center axis O1, which is the center axis of the input shaft 101,by a certain eccentric distance. The outer peripheral side disk 105 isformed as a thick disk around the first fulcrum O3, and has a firstcircular hole 106 having a center deviated from the center (the firstfulcrum O3). The outer periphery of the inner peripheral side disk 108is rotatably fitted into the inner periphery of the first circular hole106.

In the inner peripheral side disk 108, a second circular hole 109 isprovided which sets the input center axis O1 as a center, a part of acircumferential direction thereof is opened to the outer periphery ofthe inner peripheral side disk 108, and the pinion 110 is accommodatedin the inner portion of the second circular hole 109 in a rotatablemanner. The teeth of the pinion 110 is engaged with the inner toothedhear 107 formed in the inner periphery of the first circular hole 106 ofthe outer peripheral side disk 1056 through the opening of the outerperiphery of the second circular hole 109.

The pinion 110 is provided so as to rotate concentrically with the inputcenter axis O1 that is the center axis of the input shaft 101. That is,the rotation center of the pinion 110 coincides with the input centeraxis O1 that is the center axis of the input shaft 101. As shown in FIG.2, the pinion 110 rotates in the inner portion of the second circularhole 109 by an actuator 180 configured by a direct current motor and adeceleration mechanism. During normal times, the pinion 110 rotates insynchronicity with the rotation of the input shaft 101, and by givingthe pinion 110 the rotation number exceeding or falling below therotation number of the input shaft 101 based on the rotation number ofthe synchronization, the pinion 110 rotates relatively to the inputshaft 101. For example, when the output shafts of the pinion 110 and theactuator 180 are disposed so as to be connected to each other and arotation difference of the rotation of the actuator 180 is generated tothe rotation of the input shaft 101, it is possible to be realized bythe use of a deceleration mechanism (e.g., a planetary gear) in which arelative angle between the input shaft 101 and the pinion 110 is changedby applying the deceleration ratio to the rotation difference. At thistime, when the actuator 180 is synchronized with the input shaft 101without the rotation difference therebetween, the eccentricity r1 is notchanged.

Thus, by rotating the pinion 110, an inner teeth gear 107 with which thepinion 110 is engaged, that is, the outer peripheral side disk 105rotates relatively to the inner peripheral side disk 108, whereby adistance (that is, the eccentricity r1 of the eccentric disk 104)between the center (input center axis O1) of the pinion 110 and thecenter (the first fulcrum O3) of the outer peripheral side disk 105 ischanged.

In this case, it is set so that the center (the first fulcrum O3) of theouter peripheral side disk 105 coincides with the center (the inputcenter axis O1) of the pinion 110 by the rotation of the pinion 110, andthe eccentricity r1 of the eccentric disk 104 can be set to “zero” bycausing both centers to coincide with each other.

The one-way clutch 120 has an output member (an inner clutch) 121 thatrotates around the output center axis O2 separated from the input centeraxis O1; a ring-shaped input member (an outer clutch) 122 that isoscillated around the output center axis O2 by receiving the power ofthe rotational direction from the outside; plural rollers (engagementmembers) 123 that are inserted between the input member 122 and theoutput member 121 so as to cause the input member 122 and the outputmember 121 to enter the locked state or the unlocked state with eachother; and a biasing member 126 that biases the roller 123 in adirection giving the locked state. When the rotational power of thepositive direction (e.g., a direction shown by an arrow RD1 in FIG. 3)of the input member 122 exceeds the rotational speed of the positivedirection of the output member 121, the one-way clutch 120 transmits therotational power input to the input member 122 to the output member 121,whereby the oscillation movement of the input member 122 can beconverted to the rotation movement of the output member 121.

As shown in FIG. 2, the output member 121 of the one-way clutch 120 isconfigured as a member integrally connected in the axial direction, butthe input members 122 are divided into plural members in the axialdirection and are arranged so that the members can be independentlyoscillated in the axial direction, respectively. The roller 123 isinserted between the input member 122 and the output member 121 per eachinput member 122 by the number of the eccentric disk 104 and theconnection member 130 a.

An overhang member 124 is provided in a place of the circumferentialdirection on each ring-shaped input member 122, and a second fulcrum O4separated from the output center axis O2 is provided in the overhangmember 124. A pin 125 is disposed on the second fulcrum O4 of each inputmember 122, and a tip (the other end portion) 132 of the connectionmember 130 is rotatably connected to the input member 122 by the pin125.

The connection member 130 has a ring portion 131 in one end sidethereof, and an inner periphery of a circular opening 133 of the ringportion 131 is rotatably fitted into the outer periphery of theeccentric disk 104 via the bearing 140. Thus, in this manner, the oneend of the connection member 130 is rotatably connected to the outerperiphery of the eccentric disk 104, and the other end of the connectionmember 130 is rotatably connected to the second fulcrum O4 provided onthe input member 122 of the one-way clutch 120, whereby a four barlinkage mechanism is configured which forms four bars of the inputcenter axis O1, the first fulcrum O3, the output center axis O2, and thesecond fulcrum O4 as rotation points, the rotational movement to begiven from the input shaft 101 to the eccentric disk 104 is transmittedto the input member 122 of the one-way clutch 120 as the oscillationmovement of the input member 122, and the oscillation movement of theinput member 122 is converted to the rotational movement of the outputmember 121.

At that time, by moving the pinion 110 of the transmission ratiovariable mechanism 112, which is configured by the pinion 110, the innerperipheral side disk 108 including the second circular hole 109accommodating the pinion 110, the outer peripheral side disk 105including the first circular hole 106 rotatably accommodating the innerperipheral side disk 108, the actuator 180 or the like, by the actuator180, the eccentricity r1 of the eccentric disk 104 can be changed. Bychanging the eccentricity r1, the oscillation angle θ2 of the inputmember 122 of the one-way clutch 120, whereby it is possible to changethe ratio (transmission ratio: ratio i) of the rotation number of theoutput member 121 with respect to the rotation number of the input shaft101. That is, by adjusting the eccentricity r1 of the first fulcrum O3with respect to the input center axis O1, the oscillation angle θ2 ofthe oscillation movement to be transmitted from the eccentric disk 104to the input member 122 of the one-way clutch 120 is changed, whereby itis possible to change the transmission ratio when the rotationalmovement to be input to the input shaft 101 is transmitted to the outputmember 121 of the one-way clutch 120 via the eccentric disk 104 and theconnection member 130 as the rotational power.

In this case, the output shafts S1 and S2 of the first and secondengines ENG1 and ENG2 are integrally connected to the input shaft 101 ofthe infinite continuously variable transmission mechanism BD (BD1 andBD2). The one-way clutch 120 as a component of the infinite continuouslyvariable transmission mechanism BD (BD1 and BD2) also functions as thefirst one-way clutch OWC1 and the second one-way clutch OWC2 providedbetween the first transmission M1 and the second transmission TM2 andthe driving target member 11, respectively.

FIGS. 4 and 5 show a transmission principal by the transmission ratiovariable mechanism 112 in the infinite continuously variabletransmission mechanism BD (BD1 and BD2). As shown in FIGS. 4 and 5, byrotating the pinion 110 of the transmission ratio variable mechanism 112to rotate the outer peripheral side disk 105 with respect to the innerperipheral side disk 108, it is possible to control the eccentricity r1with respect to the input center axis O1 (the rotation center of thepinion 110) of the eccentric disk 104.

For example, as shown in FIGS. 4A and 5A, when the eccentricity r1 ofthe eccentric disk 104 is “large”, the oscillation angle θ2 of the inputmember 122 of the one-way clutch 120 can be increased, and thus thesmall transmission ratio i can be realized. As shown in FIGS. 4B and 5B,when the eccentricity r1 of the eccentric disk 104 is “middle”, theoscillation angle θ2 of the input member 122 of the one-way clutch 120can be set to the “middle”, and thus the middle transmission ratio i canbe realized. As shown in FIGS. 4C and 5C, when the eccentricity r1 ofthe eccentric disk 104 is “small”, the oscillation angle θ2 of the inputmember 122 of the one-way clutch 120 can be decreased, and thus thelarge transmission ratio i can be realized. As shown in FIG. 4D, whenthe eccentricity r1 of the eccentric disk 104 is “zero”, the oscillationangle θ2 of the input member 122 of the one-way clutch 120 can be set to“zero”, and thus the transmission ratio i can be set to “infinity (∞)”.

FIG. 6 shows a driving force transmission principal of the infinitecontinuously variable transmission mechanism BD (BD1 and BD2) configuredas four bar linkage mechanism. FIG. 7 shows a relationship between arotation angle (θ) of an input shaft 101 and a rotation angle ω2 of theinput member 122 of the one-way clutch 120 when changing theeccentricity r1 (a transmission ratio i) of the eccentric disk 104,which rotates with the input shaft 101 at a constant velocity, to“large”, “middle”, and “small”, in the infinite continuously variabletransmission mechanism BD (BD1 and BD2). FIG. 8 shows an extractionprincipal of the output when power is transmitted from the input side(the input shaft 101 or the eccentric disk 104) to the output side (theoutput member 121 of the one-way clutch 120) by plural connectionmembers 130 in the infinite continuously variable transmission mechanismBD (BD1 and BD2).

As shown in FIG. 6, the input member 122 of the one-way clutch 120performs the oscillation movement by the power to be given from theeccentric disk 104 via the connection member 130. When the input shaft101 rotating the eccentric disk 104 rotates once, the input member 122of the one-way clutch 120 reciprocally oscillates once. As shown in FIG.7, the oscillation period of the input member 122 of the one-way clutch120 is always constant regardless of the value of the eccentricity r1 ofthe eccentric disk 104. The angular speed ω2 of the input member 122 isdetermined by the rotational angular speed ω1 and the eccentricity r1 ofthe eccentric disk 104 (the input shaft 101).

One end (the ring portion 131) of the connection members 130 connectingthe input shaft 101 and the one-way clutch 120 is rotatably connected tothe eccentric disk 104 provided around the input center axis O1 in thecircumferential direction at equal distances. Thus, as shown in FIG. 8,the oscillation movement generated in the input member 122 of theone-way clutch 120 by the rotation movement of the eccentric disk 104 issequentially generated in a certain phase.

At that time, the transfer of the power (torque) from the input member122 to the output member 121 of the one-way clutch 120 is performed onlyby the condition in which the rotational speed of the positive direction(an arrow RD1 direction in FIG. 3) of the input member 122 exceeds therotational speed of the positive direction of the output member 121.That is, in the one-way clutch 120, when the rotational speed of theinput member 122 is higher than the rotational speed of the outputmember 121, an engagement (lock) is initially generated via the roller123, and the power of the input member 122 is transmitted to the outputmember 121 by the connection member 130, whereby the driving force isgenerated.

After the driving due to the one connection member 130 is finished, therotational speed of the input member 122 is lowered further than therotational speed of the output member 121, and the locking due to theroller 123 is released by the driving force of the other connectionmember 130, thereby returning to the free state (the operation state).This is sequentially performed by a number of the connection members130, the oscillation movement is converted to the rotational movement ofthe one direction. For that reason, only the power of the input member122 of the timing exceeding the rotational speed of the output member121 is sequentially transmitted to the output member 121, and thesubstantially and smoothly regular rotational power is given to theoutput member 121.

In the infinite continuously variable transmission mechanism BD (BD1 andBD2) of the four bar linkage mechanism type, by changing theeccentricity r1 of the eccentric disk 104, the transmission ratio(ratio=the driving target member rotates by one rotation of the crankshaft of the engine) can be determined. In this case, by setting theeccentricity r1 to zero, the transmission ratio i can be set toinfinity, whereby the oscillation angle θ2 to be transferred to theinput member 122 can be set to zero without being restricted even duringrotation of the engine.

Main Operation of Controller

Next, a control content executed in the driving system 1 will bedescribed.

As shown in FIG. 1, the controller 5 controls various running patterns(also referred to as operation patterns) by sending the control signalto the first and second engines ENG1, ENG2, the main motor/generatorMG1, the sub motor/generator MG2, the actuator 180 of the infinitecontinuously variable transmission mechanisms BD1 and BD2 constitutingthe first and second transmissions TM1 and TM2, clutch mechanisms CL1and CL2, the synchronization mechanism 20 or the like to control theelements. Hereinafter, contents of a typical control will be described.

The controller 5 has a function of selecting and executing an EV runningcontrol mode that controls the EV running only by the driving force ofthe main motor/generator MG1, an engine running control mode thatcontrols the engine running only by the driving force of the firstengine ENG1 and/or the second engine ENG2, and a series running controlmode that drives the sub motor/generator MG2 as a generator by the firstengine ENG1, and controls the series running performing the mode runningby the driving force of the main motor/generator MG1, while supplyingthe created electric power to the main motor/generator MG1 and/or thebattery 8. The controller 5 also has a function of executing a seriesrunning mode running by the use of both the driving force of the mainmotor/generator MG1 and the driving force of the first engine ENG1. TheEV running, the series running, and the engine running are selected andexecuted depending on the residual capacity (SOC) of the requireddriving force and the battery 8.

Herein, the series running is executed between the EV running and theengine running when switching over the running mode from the EV runningto the engine running. During series running, by controlling therotation number of the first engine ENG1 and/or the transmission ratioof the first transmission TM1, the control is performed so that therotational speed to be input into the input member 122 of the firstone-way clutch OWC1 is lower than the rotational speed of the outputmember 121.

When switching over the running mode from the series running to theengine running, by controlling the rotation number of the first engineENG1 and the transmission ratio of the first transmission TM1, therotational speed to be input to the input member 122 of the firstone-way clutch OWC1 is changed to the value exceeding the rotationalspeed of the output member 121, whereby the running mode is shifted fromthe series running to the engine running.

When the first engine ENG1 is started during EV running, in the statewhere the transmission ratio of the first transmission TM1 is set sothat the input rotation number of the first one-way clutch OWC1 exceedsthe output rotation number (in the state of mainly setting thetransmission ratio to infinity so as to make the rotation load to aminimum), the first engine ENG1 is started using the driving force ofthe sub motor/generator MG2. After switching over the running mode fromthe series running to the engine running, the electricity generation bythe sub motor/generator MG2 is stopped. However, after switching overthe running mode from the series running mode to the engine runningmode, when the residual capacity (SOC) of the battery 8 is equal to orless than a first predetermined value (a standard value: for example,standard SOCt=35%), the charge (the charging operation of the battery 8by the electricity generation) by the sub motor/generator MG2 ismaintained.

Next, when performing the starting of the second engine ENG2, forexample, as one method, the transmission ratio of the secondtransmission TM2 is controlled to be transmitted to a limited value (avalue closer to an objective value as much as possible) so that thepower from the second engine ENG2 can be transmitted to the secondone-way clutch OWC2 (i≠∞), and the rotational speed of the input member122 of the second one-way clutch OWC2 is lower than the rotational speedof the output member 121. Otherwise, as another method, when startingthe second engine ENG2, the control is performed so that thetransmission ratio of the second transmission TM2 is set to infinity (∞)and the rotational speed of the input member 122 of the second one-wayclutch OWC2 is lower than the rotational speed of the output member 121.After starting the second engine ENG2, by changing the transmissionratio of the second transmission TM2 to the limited value (the objectivevalue), the rotational speed to be input to the second one-way clutchOWC2 is controlled.

Herein, in the state of running by the use of the driving force of thefirst engine ENG1 or the main motor/generator MG1, when starting thesecond engine ENG2 by the use of the power of the driving target member11, by causing the synchronization mechanism 20 provided between theoutput shaft S2 of the second engine ENG2 and the driving target member11 to enter the driving force transmittable connection state, thecranking (the start rotation) of the second engine ENG2 is performed bythe use of the power of the driving target member 11, and the secondengine ENG2 is started.

When the second engine ENG2 is started to switch over the driving sourcefrom the first engine ENG1 to the second engine ENG2, in the state wherethe generated power of the first engine ENG1 is input to the drivingtarget member 11 via the first one-way clutch OWC1, the rotation numberof the second engine ENG2 and/or the transmission ratio of the secondtransmission TM2 is changed so that the rotation number to be input tothe input member 122 of the second one-way clutch OWC2 exceeds therotation number of the output member 121. As a result, it is possible tosmoothly switch over the engine used as the driving source from thefirst engine ENG1 to the second engine ENG2.

When both the driving forces of the first engine ENG1 and the secondengine ENG2 are synthesized and are transmitted to the driving targetmember 11, a synchronization control is performed which controls therotation number of the first and second engines ENG1 and ENG2 and/or thetransmission ratio of the first and second transmissions TM1 and TM2 sothat the rotational speeds to be input to both input members 122 of thefirst one-way clutch OWC1 and the second one-way clutch OWC2 arecommonly synchronized to exceed the rotational speed of the outputmember 121.

In this case, during acceleration, both the engines ENG1 and ENG2 arenot unconditionally moved but are adapted to depend on the outputrequest by raising the output of the other engine (the second engineENG2) in the state of fixing one engine (the first engine ENG1) in ahigh efficiency operation point.

Specifically, when controlling the rotation number of the first andsecond engines ENG1 and ENG2 and/or the transmission ratio of the firstand second transmissions TM1 and TM2 so that the rotational speeds to beinput to the input members 122 of the first one-way clutch OWC1 and thesecond one-way clutch OWC2 exceed the rotational speed of the outputmember 121, in the state of fixing the operation condition in a certainscope so that the rotation number and/or the torque of the first engineENG1 enters the high efficiency operation region, the first engine ENG1and/or the first transmission TM1 is controlled, and controlling thesecond engine ENG2 and the second transmission TM2 copes with the outputrequest exceeding the output to be obtained by the fixed operationcondition.

As a control method different from the above method, depending on therequest output, the second engine ENG2 of a large displacement may beset in the fixing side of the operation condition, for example, when therequest output is equal to or greater than a predetermined value, thefirst engine ENG1 is set to the fixing side of the operation condition,and when the request output is equal to or less than a predeterminedvalue, the second engine ENG2 may be set in the fixing side of theoperation condition.

During the backward movement of a vehicle, the clutch mechanisms CL1 andCL2 enter the disconnection state, whereby the state of not being ableto make the backward movement through the locking of the first andsecond transmissions TM1 and TM2 is released. Meanwhile, during climbingdeparture, at least one of the clutch mechanisms CL1 and CL2 enters theconnection state.

Operation Pattern

Next, an operation pattern of executing the driving system of theembodiment will be described.

FIGS. 9 to 23 enlargedly show the extraction of the operation patterns Ato O. FIGS. 24 to 33 show a control operation that is executed dependingon each operation state or a control operation during running modeswitch-over. Reference numerals of A to O of a right upper portion ofthe frame showing each operation pattern of FIGS. 24 to 33 correspond tothe reference numerals of the operation patterns A to O extracted andshown in FIGS. 9 to 23. In the drawings showing the operation patterns,the driving source during operation is distinguished and shown by theshading, and the transmission path of the power or the flow of theelectric power are shown by arrows of solid lines, dashed lines or thelike.

In the operation pattern A shown in FIG. 9, the EV running is performedby the driving force of the main motor/generator MG1. That is, the mainmotor/generator MG1 is driven by conducting the electricity from thebattery 8 to the main motor/generator MG1, the driving force of the mainmotor/generator MG1 is transmitted to the driving target member 11 viathe drive gear 15 and the driven gear 12, and is transmitted to thedriving wheel 2 via the differential device 10 and the left and rightaccelerator shafts 13L and 13R to perform the running. At this time, theclutch mechanisms CL1 and CL2 are in the disconnection state (OFFstate).

In the operation pattern B shown in FIG. 10, the sub motor/generator MGgenerates the electricity using the driving force of the first engineENG1, the generated electric power is supplied to the mainmotor/generator MG1 and the battery 8, thereby performing the seriesrunning. The starting of the first engine ENG1 is performed by the submotor/generator MG2. At this time, the transmission ratio of the firsttransmission TM1 is set in infinity.

In the operation pattern C shown in FIG. 11, the parallel running isperformed by the use of the driving forces of both the mainmotor/generator MG1 and the first engine ENG1. In transmitting thedriving force of the first engine ENG1 to the driving target member 11,the rotation number of the first engine ENG1 and/or the transmissionratio of the first transmission TM1 is controlled so that the inputrotation number of the first one-way clutch OWC1 exceeds the outputrotation number. As a result, the synthetic force of the driving forceof the main motor/generator MG1 and the driving force of the firstengine ENG1 can be transmitted to the driving target member 11. Theoperation pattern C is executed when the request driving force duringacceleration or the like is great in the low speed running or the middlespeed running. At this time, the clutch mechanism CL1 is maintained inthe connection state, and the clutch mechanism CL2 is maintained in thedisconnection state. As a result, the driving force of the first engineENG1 is transmitted to the driving target member 11, and the dragging ofthe second one-way clutch OWC2 is prevented.

The operation pattern D shown in FIG. 12 is a departure pattern when SOCis low, in the state of performing the engine running by the use of thedriving force of the first engine ENG1.

In the operation pattern E shown in FIG. 13, by the regenerationoperation of the main motor/generator MG1 that uses the power to betransmitted from the driving wheel 2 via the driving target member 11during deceleration, the main motor/generator MG1 is acted as thegenerator, the mechanical energy to be input from the driving wheel 2via the driving target member 11 is changed to the electric energy. Theregeneration braking force is transmitted to the driving wheel 2, andthe regeneration electric power is charged to the battery 8. At thistime, the clutch mechanisms CL1 and CL2 are disconnected.

In the operation pattern F shown in FIG. 14, the engine running isperformed using only the driving force of the first engine ENG1,simultaneously, the sub motor/generator MG2 generates the electricityusing the driving force of the first engine ENG1, and the createdelectric power is charged to the battery 8. The electricity generationof the sub motor/generator MG2 may be stopped depending on SOC.

In the operation pattern G shown in FIG. 15, the second engine ENG2 isstarted by the power introduced into the driving target member 11(differential case) via the synchronization mechanism (starter clutch)20 while running by the driving force of the first engine ENG1, and theinsufficiency of the output to the driving wheel 2 due to the increasein load during starting is compensated by the driving force of the mainmotor/generator MG1. The sub motor/generator MG2 generates theelectricity using the driving force of the first engine ENG1, and thecreated electric power is supplied to the main motor/generator MG1 orcharged to the battery 8.

In the operation pattern H shown in FIG. 16, the engine running isperformed using the driving force of the first engine ENG1, and bydisconnecting (or releasing the engagement state) the connectedsynchronization mechanism 20 in the operation pattern G, the drivingtarget member 11 (differential case) and the output shaft S2 of thesecond engine ENG2 enter the separated state. In this state, the powerof the second engine ENG2 after the starting is input to the secondtransmission TM2. However, in the step, the input rotation number of thesecond one-way clutch OWC2 does not exceed the output rotation number,and thus, the output of the second transmission TM2 is not input to thedriving target member 11. The sub motor/generator MG2 generates theelectricity using the driving force of the first engine ENG1, andcharges the created electric power to the battery 8.

In the operation pattern I shown in FIG. 17, the engine running due tothe driving force of the second engine ENG2 is performed. The operationpattern I changes the transmission ratio of the second transmission TM2from the state of the operation pattern H to the OD side (overdrive),performs the control so that the rotation number of the input member 122of the second one-way clutch OWC2 exceeds the rotation number of theoutput member 121, whereby the power of the second engine ENG2 istransmitted to the driving target member 11 (differential case) via thesecond transmission TM2, thereby realizing the engine running due to thedriving force of the second engine ENG2. In the operation pattern I, inthe step in which the engagement by the second engine ENG2 isestablished (the power transmission to the driving target member 11 isestablished), the first engine ENG1 is stopped. At this time, the clutchmechanism CL2 is maintained in the connection state, and the clutchmechanism CL1 is maintained in the disconnection state. As a result, thedriving force of the second engine ENG2 is transmitted to the drivingtarget member 11, and the dragging of the one-way clutch OWC1 isprevented.

The operation pattern J shown in FIG. 18 is an operation pattern whenthe request output is further increased in the state of performing theengine running using the driving force of the second engine ENG2. In theoperation pattern J, in the running state by the second engine ENG2, thefirst engine ENG1 is started, the driving forces of both the firstengine ENG1 and the second engine ENG2 are synthesized, and aretransmitted to the driving target member 11 (the differential case).That is, the rotation number of the first and second engines ENG1 andENG2 and/or the transmission ratios of the first and secondtransmissions TM1 and TM2 are controlled such that the rotation numberof the input members 122 of the first and second one-way clutches OWC1and OWC2 are synchronized to exceed the rotation number (the rotationnumber of the driving target member 11) of the output member 121.

The operation pattern K shown in FIG. 19 is, for example, an operationpattern when the deceleration request is generated during middle speedrunning. In the operation pattern K, the first engine ENG1 and thesecond engine ENG2 are stopped, the main motor/generator MG1 performsthe electricity generation by the power to be transmitted from thedriving wheel 2 via the driving target member 11 along with thedeceleration, the regeneration electric power thus created is charged tothe battery 8, and the regeneration power is caused to act on thedriving wheel 2. Simultaneously, the synchronization mechanism 20 entersthe connection state, and the engine brake of the second engine ENG2 iscaused to act on the driving wheel 2 as the braking force.

The operation pattern L shown in FIG. 20 is an operation pattern duringswitch-over when the request output is increased in the state of runningby the driving force of the second engine ENG2. In the operation patternL, in order to start the first engine ENG1, the sub motor/generator MG2is driven. At this time, the transmission ratio of the firsttransmission TM1 is set to infinity. After the first engine ENG1 isstarted by the operation pattern, the operation pattern J is performedin which the driving forces of both the first and second engines ENG1and ENG2 are transmitted to the driving target member 11.

In the operation pattern M shown in FIG. 21, the synchronizationmechanism 20 enters the connection state and enters the state where theengine brake by the second engine ENG2 can be used, the submotor/generator MG2 generates the electricity using the driving force ofthe first engine ENG1, and the crated electric power is charged to thebattery 8.

In the operation pattern N shown in FIG. 22, the synchronizationmechanism 20 enters the connection state and enters the state where theengine brake by the second engine ENG2 can be used, and the regenerationelectric power is created in the main motor/generator MG1 and is chargedto the battery 8. At the same time, the sub motor/generator MG2generates the electricity using the driving force of the first engineENG1, and the created electric power is charged to the battery 8. Bymaintaining the synchronization mechanism 20 in the connection state,the second engine ENG2 is in the state of the cranking standby.

The operation pattern O shown in FIG. 23 is an operation pattern duringstop, and in the operation pattern O, the sub motor/generator MG2generates the electricity using the driving force of the first engineENG1, and the created electric power is charged to the battery 8. Atthis time, by setting the transmission ratios of the first and secondtransmissions TM1 and TM2 to infinity (∞) or disconnecting the clutchesCL1 and CL2, the drag torque loss can be suppressed.

Control Operation Depending on Operation Situation

Next, control operations in various operation situations will bedescribed using FIGS. 24 to 33. The various operation situations areshown in a table form, and in the left lower portion of each frame inthe table, for convenience of the description, reference numeralscorresponding to the numbers in parentheses are given. Referencenumerals A to O of the right upper portion of each frame correspond tothe enlarged views of FIGS. 9 to 23, and are referred to as necessary.

During Departure

Firstly, the control operation during departure will be described withreference to FIG. 24.

(1) At the time of the gradual cruise acceleration during departure, theEV running by the basic operation pattern A is performed. In the EVrunning, the main motor/generator MG1 is driven by the electric power tobe supplied from the battery 8, and the running is performed only by thedriving force.

(2) During acceleration, the series running by the operation pattern Bis performed. In the series running, firstly, the first engine ENG1 isstarted by the sub motor/generator MG2. When the second engine ENG2 isstarted, the sub motor/generator MG2 functions as the generator togenerate the electricity, and the created electric power is supplied tothe battery 8 and the main motor/generator MG1, whereby the electricpower generated in the sub motor/generator MG2 by the power of the firstengine ENG1 is effectively used while continuing the EV running. At thistime, the rotation number of the first engine ENG1 and/or thetransmission ratio of the first transmission TM1 are controlled so thatthe input rotation number of the first one-way clutch OWC1 is lower thanthe output rotation number.

(3) When the rotation number of the first engine ENG1 by the control isincreased depending on the acceleration request, the transmission ratioof the first transmission TM1 is changed so that the input rotationnumber of the first one-way clutch OWC1 exceeds the output rotationnumber, and the parallel running is performed in which the drivingforces of both the main motor/generator MG1 and the first engine ENG1are synthesized. When SOC is low, the sub motor/generator MG2 may beused as the generator to perform the charging of the battery 8.

(4) When SOC is low, the departure is performed by the engine running bythe first engine ENG1 shown in the operation pattern D. Even in thiscase, the sub motor/generator MG2 may be used as the generator toperform the charge of the battery 8.

In this manner, during vehicle departure, the EV running mode using thedriving force of the main motor/generator MG1, the series running modeusing the first engine ENG1, the sub motor/generator MG2 and the mainmotor/generator MG1, the parallel running mode using the driving forcesof both the main motor/generator MG1 and the first engine ENG1, and theengine running mode by the first engine ENG1 are selected and executeddepending on the operation situation.

During Low Speed Running (e.g., 0 to 30 km/h)

Next, the control operation during low speed running will be describedwith reference to FIG. 25.

(5), (6) During gradual cruise acceleration or during gradual cruisedeceleration when, for example, the accelerator is separated, the EVrunning by the operation pattern A is performed.

(7) During deceleration when the brake is stepped, the regenerationoperation by the operation pattern E is performed.

(8), (9) Even during gradual cruise deceleration and during gradualcruise acceleration, when the residual capacity (SOC) of the battery 8is equal to or less than 35%, the series operation by the operationpattern B is performed.

(10) Even in the case of the acceleration, the series operation by theoperation pattern B is performed.

(11) When the acceleration request is high, by the switch-over to theoperation pattern C, the parallel running using the driving forces ofthe main motor/generator MG1 and the first engine ENG1 is performed.

Switch-Over of Driving Source from Main Motor/Generator MG1 to FirstEngine ENG1

When the driving sources is switched over from the main motor/generatorMG1 to the first engine ENG1, the operation is controlled as shown inFIG. 26.

(12), (13) Firstly, from the situation in which the EV running by theoperation pattern A is performed, the first engine ENG1 is started bythe sub motor/generator MG2. At that time, the transmission ratio of thefirst transmission TM1 is set to infinity, and the output of the firstengine ENG1 does not enter the driving target member 11. After thestarting, the switch-over to the operation pattern B is performed, andthe series running by the electricity generation of the submotor/generator MG2 is performed.

(14) Next, the transition to the operation pattern F is performed, therotation number of the first one-way clutch OWC1 and/or the transmissionratio of the first transmission TM1 are controlled so that the inputrotation number of the first one-way clutch OWC1 exceeds the outputrotation number, and the power of the first engine ENG1 is transmittedto the driving target member 11. For example, after setting thetransmission ratio to infinity to enter the charge mode once, thetransmission ratio is moved to OD (over drive) side, and the transitionfrom the EV running by the main motor/generator MG1 to the enginerunning by the first engine ENG1 via the series running is smoothlyperformed. At this time, the clutch mechanism CL1 is subjected to theconnection control at a suitable time so that the delay is notgenerated.

When the power transmission (the switch-over of the driving source) tothe driving target member 11 by the first engine ENG1 is established,the main motor/generator MG1 is stopped. However, when the batteryresidual capacity (SOC) is small, the electricity generation and thecharging by the sub motor/generator MG2 are continue, and when thebattery residual capacity (SOC) is sufficient, the sub motor/generatorMG2 is stopped.

During Middle Speed Running (e.g., 20 to 70 km/h)

Next, the control operation during middle speed running will bedescribed with reference to FIG. 27.

(15) During gradual cruise acceleration, by the operation pattern F, thesingle engine running is performed using only the driving force of thefirst engine ENG1. At that time, the battery 8 is charged by theelectric power generated in the sub motor/generator MG2. The firstengine ENG1 is operated in the high efficiency operation point, and thecontrol of the transmission ratio of the first transmission TM1 copeswith the operation situation.

(16), (17) During gradual deceleration and during deceleration, by theoperation pattern E, the first engine ENG1 is stopped, the clutchmechanisms CL1 and CL2 are switched over, and the regeneration operationby the main motor/generator MG1 is performed.

(18) Meanwhile, during acceleration, the switch-over to the operationpattern C is performed, the parallel operation using the driving forcesof both the first engine ENG1 and the main motor/generator MG1 isperformed. At this time, basically, the engine running by the firstengine ENG1 is performed, and the main motor/generator MG1 assists theacceleration request. The control operation is selected when the changein transmission ratio of the first transmission TM1 cannot cope with theacceleration request during middle speed running.

Switch-Over of Driving Source from First Engine ENG1 to Second EngineENG2

When performing the switch-over from the engine running using thedriving force of the first engine ENG1 to engine running using thesecond engine ENG2, the operation control is performed as shown in FIG.28.

(19), (20) Firstly, in the state where engine runs by the first engineENG1 by the operation pattern F, the switch-over to the operationpattern G is performed, and the second engine ENG2 is started. In thiscase, the synchronization mechanism 20 is in the connection state, andthe output shaft S2 of the second engine ENG2 is cranked by the power ofthe driving target member 11, whereby the second engine ENG2 is started.At that time, the rotation drop of the driving target member 11 by thestarting shock is supplemented by the main motor/generator MG1. That is,the starting of the second engine ENG2 can be performed only by thedriving from the first engine ENG1 introduced into the driving targetmember 11, but can be performed even by the use of the driving force ofthe main motor/generator MG1. At this time, the transmission ratio ofthe second transmission TM2 may be set so that the input rotation numberof the one-way clutch is lower than the output rotation number, may beset to infinity, and may be set to a value slightly smaller than theobjective transmission ratio. When the driving force of the first engineENG1 is sufficient, the sub motor/generator MG2 may generate theelectricity to charge the battery 8.

(21) After that, when the second engine ENG2 is started, the switch-overto the operation pattern H is performed, the synchronization mechanism20 is in the disconnection state, and the main motor/generator MG1 isstopped. In this step, the power of the second engine ENG2 is in thestate of not entering in the driving target member 11. Thus, thetransmission ratio of the second transmission TM2 is gradually changedto the OD side. At this time, the sub motor/generator MG2 generates theelectricity using the first engine ENG1 to charge the battery 8.

(22) The transmission ratio of the second transmission TM2 is changed tothe OD side, and the input rotation number of the second one-way clutchOWC2 exceeds the output rotation number, whereby the switch-over to theoperation pattern I is performed, and the driving force of the secondengine ENG2 is transmitted to the driving target member 11 via thesecond one-way clutch OWC2.

During Middle High Speed Running (50 to 110 km/h)

Next, the control operation during middle high speed running will bedescribed based on FIG. 29.

(23) During gradual cruise acceleration, by the operation pattern I, thesingle engine running using the driving force of the second engine ENG2is executed.

(24) During acceleration, by the switch-over to an operation pattern Jdescribed later, the running using the driving force of both the secondengine ENG2 and the first engine ENG1 is performed. When SOC is low, thesub motor/generator MG2 may be used as the generator to charge thebattery 8.

(25) During gradual cruise deceleration, by the operation pattern E, theregeneration operation by the main motor/generator MG1 is performed, andboth the engines ENG1 and ENG2 are stopped. When returning from (25) to(23), the synchronization mechanism 20 is in the connection state, andthe second engine ENG2 is cranked.

(26) During deceleration, by the operation pattern K, the mainmotor/generator MG1 is subjected to the regeneration operation, andsimultaneously, the synchronization mechanism 20 is in the connectionstate, whereby the engine brake by the second engine ENG2 is performed.

Switch-Over from Engine Running from Second Engine ENG2 to EngineRunning by Second Engine ENG2 and First Engine ENG1

When the engine running using the driving force of the second engineENG2 is shifted to the engine running using the both driving forces ofthe first engine ENG1 in addition to the second engine ENG2, theoperation is controlled as shown in FIG. 30.

(27), (28) Firstly, by the operation pattern I, in the state where thesingle engine running is performed by the second engine ENG2, as shownin the operation pattern L, the first engine ENG1 is started using thesub motor/generator MG2.

(29) After that, a shown in the operation pattern J, the rotation numberof the first and second engines ENG1 and ENG2 and/or the transmissionratios of the first and second transmissions TM1 and TM2 are controlledso that the rotation number of the input members 122 of the first andsecond one-way clutches OWC1 and OWC2 are synchronized and exceed therotation number (the rotation number of the driving target member 11) ofthe output member 121, and the transition to the engine running isperformed in which both driving forces of the second engine ENG2 and thefirst engine ENG1 are synthesized.

During High Speed Running (100 to Vmax km/h)

Next, the control operation during high speed running will be describedbased on FIG. 31.

(30), (31) During gradual cruise acceleration and during acceleration,by the operation pattern J, the engine running using the synthetic forceof the driving force of the second engine ENG2 and the driving force ofthe first engine ENG1 is performed. At this time, the first engine ENG1of small displacement is operated in the fixed operation condition inwhich the first engine ENG1 and/or the first transmission TM1 arecontrolled so that the rotation number or the torque enters the highefficiency operation region, and in regard to a further request output,the second engine ENG2 of large displacement and/or the secondtransmission TM2 are controlled. When SOC is low, the submotor/generator MG2 is used as the generator to charge the battery 8.

(32) During gradual cruise deceleration, by the operation pattern M, thesynchronization mechanism 20 is in the connection state, the enginebrake of the second engine ENG2 is performed. At this time, the firstengine ENG1 not contributing to the deceleration is used in theelectricity generation operation of the sub motor/generator MG2 tocharge the battery 8.

(33) During deceleration when stepping on the brake, the switch-over tothe operation pattern N is performed, the synchronization mechanism 20is in the connection state, whereby the engine brake of the secondengine ENG2 is performed. Simultaneously, by the regeneration operationof the main motor/generator MG1, a strong braking force is worked. Theregeneration electric power created in the main motor/generator MG1 ischarged to the battery 8. The first engine ENG1 not contributing thedeceleration is used in the electricity generation operation of the submotor/generator MG2 to charge the battery 8.

During Backward Movement

Next, the control operation during the backward movement will bedescribed based on FIG. 32.

(34) During backward movement, as the gradual cruise acceleration, theEV running is performed by the operation pattern A. When the backwardmovement is performed, in the first and second one-way clutches OWC1 andOWC2, the output member 121 connected to the driving target member 11rotates in an opposite direction (an arrow RD2 direction in FIG. 3) withrespect to the positive direction, and thus the input member 122 and theoutput member 121 are engaged with each other via the roller 123. Whenthe input member 122 is engaged with the output member 121, therotational force of the opposite direction of the output member 121 actson the input member 122. However, when the input center axis O1 issituated on the extension line of the connection member 130 shown inFIG. 34A and the input center axis O1 and the second fulcrum O4 reachthe most separated position (or when the rotational direction of theopposite direction to the positive direction is the arrow RD1 directionin FIG. 3, a position where the connection member 130 shown in FIG. 34Bpasses through the input center axis O1 and the input center axis O1 andthe second fulcrum O4 are closest to each other), the input member 122is connected to the connection member 130, whereby the oscillationmovement of the input member 122 is restricted. Thus, the transmissionof the movement of the further opposite direction is locked.Accordingly, even if the output member 121 rotates reversely, the firstand second transmissions TM1 and TM2 constituted by the infinitecontinuously variable transmission mechanisms BD1 and BD2 are locked,whereby the state, in which the backward movement is impossible (reverseimpossible state), is generated. Thus, the clutch mechanisms CL1 and CL2are in the release state in advance to avoid the lock, the mainmotor/generator MG1 rotates reversely in that state, whereby the vehicleis reversed.

(35) Even during the backward movement in the EV running, when theresidual capacity SOC of the battery 8 is equal to or less than 35%, theswitch-over to the series running of the operation pattern B isperformed, and the main motor/generator MG1 rotates reversely whilecharging the battery 8.

During Stop

Next, the control operation during stop will be described based on FIG.33.

(36) When idling during vehicle stop, the switch-over to the operationpattern O is performed, only the first engine ENG1 is operated, forexample, the transmission ratio of the first transmission TM1 is set toinfinity so that the driving force is not transmitted to the drivingtarget member 11, the sub motor/generator MG2 generates the electricity,and the generated electric power is charged to the battery 8.

(37) When the idling is stopped, the whole power source is stopped.

Although the control operation during normal running was describedabove, according to the driving system 1, the following method is alsopossible:

As described above, when a vehicle is reversed, the input member 121reversely rotates to the input member 122, whereby the first and secondtransmissions TM1 and TM2 enter the locked state. Thus, the function ofentering the locked state is used as a heel hold function (slip downprevention) during climbing departure. That is, when detecting thesituation of performing the climbing departure by a member such as asensor, at least one of the clutch mechanisms CL1 and CL2 is held in theconnection state. Then, since any one of the transmissions TM1 and TM2enter the locked state, the slip-down of the vehicle can be prevented(realizing the heel hold function). Thus, there is no need to performanother heel hold control.

Next, relationship between the vehicle speed during actual running orthe rotation number of the engine or the motor/generator, thetransmission ratio of the transmission, and the battery residualcapacity (SOC) will be described using FIGS. 35 to 37. In the drawings,the vehicle speed is proportional to the rotation number of the mainmotor/generator MG1. The rotation number of the first engine ENG1 andthe second engine ENG2 coincide to each other.

Running Pattern of Low Speed Region (0 to V2 km/h)

The operation situation when running in the low speed region (0 to V2km/h) will be described using FIG. 35. The value of V2 is, for example,50 km/h.

Firstly, when departing, the EV running by the main motor/generator MG1is performed. From the vehicle speed zero to a predetermined speed(<V2), the EV running is performed only by the main motor/generator MG1.At this time, the first engine ENG1 and the sub motor/generator MG2 arestopped. The first infinite continuously variable transmission mechanismBD1 constituting the first transmission TM1 is set to infinity.

Next, during EV running, when the battery residual capacity (SOC) isdecreased and lowered to a standard value (SOCt=for example, about 35%),the transition from the EV running to the series running is performed.In that step, firstly, the first engine ENG1 by the sub motor/generatorMG2 is started, and the first engine ENG1 is operated by the rotationnumber entering the high efficiency operation region. At this time, theratio of the first infinite continuously variable transmission mechanismBD1 is maintained in infinity.

Next, when the acceleration request is generated during series running,the rotation number of the main motor/generator MG1 begins to up, afterfurther reducing the ratio of the first infinite continuously variabletransmission mechanism BD1 in that situation, the engine rotation numberis gradually raised, and the ratio is changed, whereby the driving forceof the first engine ENG1 is transmitted to the driving target member 11,and the switch-over to the engine running by the first engine ENG1 isperformed. In this step, the main motor/generator MG1 is stopped.

When the vehicle speed is V2 (maximum value of low speed region), thefirst engine ENG1 is operated at a high efficiency, the ratio of thefirst infinite continuously variable transmission mechanism BD1 is setto the value corresponding thereto, and the cruise running (stablerunning of a small load) by the first engine ENG1 is performed.

Next, when the deceleration request is generated by stepping on thebrake or the like, the first engine ENG1 is stopped, the ratio of thefirst infinite continuously variable transmission mechanism BD1 ischanged to infinity, and the main motor/generator MG1 is subjected tothe regeneration operation until the vehicle is stopped.

Running Pattern of Middle Speed Region (V1 to V3 km/h)

The operation situation when running in the middle speed region (V1 toV3 km/h) will be described using FIG. 36. V1<V2<V3, the value of V1 is,for example, 20 km/h, and the value of V3 is, for example, 110 km/h.

Firstly, when there is an acceleration request from the vehicle speedV1, in an initial step, the rotation number of the main motor/generatorMG1 is up, and next, the engine rotation number of the first engine ENG1is raised and the ratio of the first infinite continuously variabletransmission mechanism BD1 is changed. The driving force of the firstengine ENG1 is transmitted to the driving target member 11, and theswitch-over from the series running by the first engine ENG1 and themain motor/generator MG1 to the engine running by the first engine ENG1is performed. In this step, the main motor/generator MG1 is stopped.

When the vehicle speed is stable, the first engine ENG1 is operated at ahigh efficiency, the ratio of the first infinite continuously variabletransmission mechanism BD1 is maintained in the value correspondingthereof, and the cruise running by the first engine ENG1 is performed.

Next, when a further acceleration request is generated in the situationwhere the cruise running by the first engine ENG1 is performed, therotation number of the first engine ENG1 is raised, and the ratio of thefirst infinite continuously variable transmission mechanism BD1 isincreased. Consecutively, the driving force of the first engine ENG1 istransmitted to the driving target member 11, the second engine ENG2 isstarted in the state where the ratio of the second infinite continuouslyvariable transmission mechanism BD2 is set to infinity, the rotationnumber of the second engine ENG2 is raised, the engagement is performedin the state where the ratio of the second infinite continuouslyvariable transmission mechanism BD2 is reduced, the ratio is graduallyincreased, and the driving force of the second engine ENG2 istransmitted to the driving target member 11. The engine running only bythe driving force of the first engine ENG1 is switched over to theengine running in which the driving forces of both the first engine ENG1and the second engine ENG2 are synchronized, synthesized and transmittedto the driving target member 11.

When the vehicle speed is V3 (the maximum value of the middle speedregion), the ratio of the first infinite continuously variabletransmission mechanism BD1 is set to infinity, the driving force of thefirst engine ENG1 is not transmitted to the driving target member 11,and the switch-over to the engine running only by the driving force ofthe second engine ENG2 is performed. The second engine ENG2 is operatedat a high efficiency, the ratio of the second infinite continuouslyvariable transmission mechanism BD2 is set to the value correspondingthereto, and the cruise running by the second engine ENG2 is performed.In an initial period of the engine running only by the second engineENG2, the sub motor/generator MG2 is driven by the first engine ENG1,and the generated electric power is charged to the battery 8. At thistime, the first engine ENG1 is operated (series) in a high efficiencyoperation region, and then, when the battery 8 is charged up to a secondpredetermined value (e.g., SOCu=80%), the first engine ENG1 is stopped.

Next, when the deceleration request is generated by stepping on thebrake or the like, the ratio of the second infinite continuouslyvariable transmission mechanism BD2 is set to infinity, the mainmotor/generator MG1 is subjected to the regeneration operation, and theengine brake by the second engine ENG2 is performed. When the vehiclespeed is dropped, the first engine ENG1 is started, the rotation numberthereof is raised, and the ratio of the first infinite continuouslyvariable transmission mechanism BD1 is changed, and the driving force ofthe first engine ENG1 is transmitted to the driving target member 11.The switch-over to the engine running using the driving force of thefirst engine ENG1 is performed.

Running Pattern of High Speed Region (V2 to V4 km/h)

The operation situation when running in the high speed region (V2 to V4km/h) will be described using FIG. 37. V2<V3<V4, and the value of V4 is,for example, 150 km/h.

Firstly, in the situation when the engine runs only by the driving forceof the first engine ENG1, when there is an acceleration request, theengine rotation number of the first engine ENG1 is raised, the ratio ofthe first infinite continuously variable transmission mechanism BD1 ischanged. Consecutively, the driving force of the first engine ENG1 istransmitted to the driving target member 11, the second engine ENG2 isstarted in the state where the ratio of the second infinite continuouslyvariable transmission mechanism BD2 is set to infinity, the rotationnumber of the second engine ENG2 is raised, the ratio of the secondinfinite continuously variable transmission mechanism BD2 is graduallyincreased from the small state, and the driving force of the secondengine ENG2 is transmitted to the driving target member 11. The enginerunning only by the driving force of the first engine ENG1 is switchedover to the engine running in which the driving forces of both the firstengine ENG1 and the second engine ENG2 are synchronized, synthesized andtransmitted to the driving target member 11.

When the vehicle speed is stable, the ratio of the first infinitecontinuously variable transmission mechanism BD1 is set to infinity, thedriving force of the first engine ENG1 is not transmitted to the drivingtarget member 11, and the switch-over to the engine running only by thedriving force of the second engine ENG2 is performed. The second engineENG2 is operated at a high efficiency, the ratio of the second infinitecontinuously variable transmission mechanism BD2 is set to the valuecorresponding thereto, and the cruise running by the second engine ENG2is performed. In an initial period of the engine running only by thesecond engine ENG2, the sub motor/generator MG2 is driven by the firstengine ENG1, and the generated electric power is charged to the battery8. At this time, the first engine ENG1 is operated at a high efficiencyoperation (series), and then, the first engine ENG1 is stopped.

Next, when a further acceleration request is generated in the situationwhere the cruise by the second engine ENG2 is performed, the rotationnumber of the second engine ENG2 is raised, the ratio of the secondinfinite continuously variable transmission mechanism BD2 is changed.Simultaneously, the first engine ENG1 is started, the rotation numberthereof is raised, the ratio of the first infinite continuously variabletransmission mechanism BD1 is changed, the driving force of the firstengine ENG1 and the driving force of the second engine ENG2 aretransmitted to the driving target member 11, and the engine running onlyby the driving force of the second engine ENG2 is switched over to theengine running in which the driving force of both the second engine ENG2and the first engine ENG1 are synchronized, synthesized and transmittedto the driving target member 11.

When the vehicle speed is V4 (the maximum value of high speed region),preferentially, the first engine ENG1 is operated at a high efficiency,the ratio of the first infinite continuously variable transmissionmechanism BD1 is set to the value corresponding thereto, the secondengine ENG2 and the first infinite continuously variable transmissionmechanism BD1 are set to the value suitable for the cruise running, andthe cruise running (stable running of a small load) by the first andsecond engines ENG1 and ENG2 is performed.

Next, when the deceleration request is generated by stepping on thebrake or the like, the ratio of the first infinite continuously variabletransmission mechanism BD1 is set to infinity, the first engine ENG1 isstopped, and the main motor/generator MG1 is subjected to theregeneration operation. Simultaneously, the engine brake by the secondengine ENG2 is performed. When the vehicle speed is dropped, therotation number of the second engine ENG2 and the ratio of the secondinfinite continuously variable transmission mechanism BD2 are changed,the driving force of the second engine ENG2 is transmitted to thedriving target member 11, and the switch-over to the engine runningusing only the driving force of the second engine ENG2 is performed.

FIG. 38 shows engagement setting ranges for the first and second enginesENG1 and ENG2. The transverse axis thereof shows an engine rotationnumber, and the longitudinal axis thereof shows the ratio of thetransmission mechanism.

For example, when starting the first engine ENG1 in the state where theratio is infinity (∞), the engine rotation number is raised to apredetermined value, the ratio is reduced from infinity (∞) in thisstate, otherwise, when the engine rotation number is increased, itreaches a vehicle speed line, and the engine output is transmitted tothe driving target member 11 (the engagement is established). Even whenthe second engine ENG2 is operated, the ratio is gradually decreasedfrom infinity (∞) of a limited value slightly larger than an objectiveratio to be engaged. Otherwise, the engine rotation number is increased.Then, by reaching the vehicle speed line, the engine output istransmitted to the driving target member 11 (the engagement isestablished). For this reason, it is possible to suitably set therotation number of the respective engines ENG1 and ENG2 and the ratio ofthe transmission mechanism in the engage scope depending on the vehiclespeed, whereby the high efficiency operation of the engine is possible.Thus, the first engine ENG1 is operated in the high efficiency operationpoint, when a high request driving force is generated, the second engineENG2 can be operated while selecting the engine rotation number and theratio, whereby it is also possible to use both engines EBG1 and ENG2 inthe operation point of a satisfactory efficiency.

Next, advantages of the above-described driving system 1 will bedescribed. The driving system 1 of the embodiment provides the belowadvantages.

Since the respective first and second engines ENG1 and ENG2 areindividually equipped with the transmissions TM1 and TM2 as thetransmission mechanisms, by the combination of the setting of therotation number of the engines ENG1 and ENG2 and the transmission ratiosof the transmissions TM1 and TM2, it is possible to control the outputrotation number (the input rotation number of the input members 122 ofthe first and second one-way clutches OWC1 and OWC2) from thetransmissions TM1 and TM2. Thus, depending on the setting of thetransmission ratios of the transmissions TM1 and TM2, the rotationnumber of each engine ENG1 and ENG2 can be independently controlled, andeach engine ENG1 and ENG2 can be operated in the operation point of thesatisfactory efficiency, respectively, which can greatly contribute toimproved fuel efficiency.

When a group of “the first engine ENG1 and the first transmission TM1”and a group of “the second engine ENG2 and the second transmission TM2”are referred to as “power mechanisms”, the power mechanisms of twogroups are connected to the same the driving target member 11 viaone-way clutches OWC1 and OWC2, respectively. Thus, the selectiveswitch-over of the power mechanism to be used as the power source or thesynthesis of the driving forces from two power mechanisms can beexecuted only by controlling the input rotation number (the rotationnumber to be output from the power mechanism) with respect to therespective one-way clutches OWC1 and OWC2.

As the first and second transmissions TM1 and TM2, the infinitecontinuously variable transmission mechanisms BD1 and BD2 transmittablein a non-step manner, respectively are used. Thus, only by changing thetransmission ratios of the infinite continuously variable transmissionmechanisms BD1 and BD2 in a non-step manner, it is possible to smoothlycontrol ON/OFF of the power transmission from each power mechanism tothe driving target member 11 while maintaining the operation state inthe high efficiency operation point, without changing the rotationnumber of the first and second engines ENG1 and ENG2.

In this regard, in the case of a step transmission mechanism, in orderto smoothly control ON/OFF of the one-way clutches OWC1 and OWC2 bychanging the output rotation number of the power mechanism, there is aneed to adjust the rotation number of the engines ENG1 and ENG2 to meetthe transmission gear step. Meanwhile, in the case of the infinitecontinuously variable transmission mechanisms BD1 and BD2, since theoutput rotation number of the power mechanism can be smoothly changedonly by adjusting the transmission ratios of the infinite continuouslyvariable transmission mechanisms BD1 and BD2 in a non-step mannerwithout changing the rotation number of the engines ENG1 and ENG2, it ispossible to smoothly perform the switch-over of the driving source (theengines ENG1 and ENG2) due to ON/OFF of the power transmission betweenthe power mechanism and the driving target member 11 via the one-wayclutches OWC1 and OWC2. Thus, it is possible to keep the operation ofthe engines ENG1 and ENG2 in an operation state having a satisfactoryBSFC (Brake Specific Fuel Consumption).

Especially, by adopting the infinite continuously variable transmissionmechanisms BD1 and BD2 of the embodiment, the transmission ratio can beset to infinity only by changing the eccentricity r1 of the eccentricdisk 104. Thus, by setting the transmission ratio to infinity, when theengines ENG1 and ENG2 are started or the like, the inertial mass portionof the downstream side can be substantially separated from the enginesENG1 and the ENG2. For that reason, the inertial mass portion of thedownstream side (the output side) does not amount to resistance of thestarting of the engines ENG1 and ENG2, but the starting of the enginesENG1 and ENG2 can be smoothly performed. In the case of this type ofinfinite continuously variable transmission mechanisms BD1 and BD2,since the number of gears used can be reduced, energy loss due toengagement abrasion of the gears can be reduced.

Since the main motor/generator MG1 is connected to the driving targetmember 11 as the power source different from the engines ENG1 and ENG2,it is possible to perform the EV running using only the driving force ofthe main motor/generator MG1. During EV running, since the rotationalspeed of the positive direction of the output member 121 exceeds therotational speed of the positive direction of the input member 122 inthe first and second one-way clutches OWC1 and OWC2, the state of clutchOFF (unlocked state) is generated, the power mechanism is separated fromthe driving target member 11, and the rotational load can be reduced.

When shifting from the EV running to the engine running using thedriving force of the first engine ENG1, the control is performed so thatthe input rotation number of the first one-way clutch OWC1 annexed tothe first engine ENG1 using the driving force exceeds the rotationnumber of the driving target member 11 that is driven by the mainmotor/generator MG1. As a result, it is possible to easily switch overthe running mode from the EV running to the engine running.

By synchronizing the rotation number to be input from the first engineENG1 to the first one-way clutch OWC1 with the rotation number to begiven from the main motor/generator MG1 to the driving target member 11,it is also possible to perform a parallel running which uses both thedriving force of the first engine ENG1 and the driving force of the mainmotor/generator MG1. Since it is also possible to start the secondengine ENG2 by the use of the driving force of the main motor/generatorMG1, a separate starter device (e.g., a starter motor or the like) forthe second engine ENG2 can be omitted. By causing the mainmotor/generator MG1 to function as a generator when a vehicle isdecelerated, since it is possible to cause a regeneration braking forceto act on the driving wheel 2 and charge the regeneration electric powerto the battery 8, an improvement in energy efficiency is also promoted.

Since the sub motor/generator MG2 is connected to the output shaft S1 ofthe first engine ENG1, the sub motor/generator MG2 can be used as thestarter of the first engine ENG1, and there is no need to provide aseparate starter device for the first engine ENG1. By using the submotor/generator MG2 as a generator that generates electricity by thedriving force of the first engine ENG1 and supplying the generatedelectric power to the main motor/generator MG1, the series running canalso be performed.

In this manner, as the power source different from the engines ENG1 andENG2, by equipping the main motor/generator MG1 and the submotor/generator MG2, besides the engine running using only the drivingforces of the engines ENG1 and ENG2, it is possible to select andexecute various running modes such as the EV running that uses only thedriving force of the main motor/generator MG1, the parallel running thatuses the driving forces of both the engines ENG1 and ENG2 and the mainmotor/generator MG1, and the series running which supplies the electricpower generated in the sub motor/generator MG2 to the mainmotor/generator MG1 using the driving force of the first engine ENG1 andperforms the running by the driving force of the main motor/generatorMG1. By selecting an optimal running mode depending on the condition, itis possible to contribute to improved fuel efficiency.

During switch-over of the running modes, by using the infinitecontinuously variable transmission mechanisms BD1 and BD2 in thetransmissions TM1 and TM2, it is possible to smoothly switch-over therunning mode from the EV running or the series running using the drivingforce of the main motor/generator MG1 to the engine running using thedriving force of the first engine ENG1 without shock.

Herein, during series running executed between the EV running and theengine running, the rotation number of the first engine ENG1 and/or thetransmission ratio of the first transmission TM1 are adjusted (that is,the power by the first engine ENG1 is directly used as the runningdriving force) so that the input rotation number of the first one-wayclutch OWC1 exceeds output rotation number thereof, and the seriesrunning is realized. After that, in the step of the transition from theseries running to the engine running, the rotation number of the firstengine ENG1 and/or the transmission ratio of the first transmission TM1are controlled so that the input rotation number of the first one-wayclutch OWC1 is lower than the output rotation number thereof, and thedriving force of the first engine ENG1 is input to the driving targetmember 11. Thus, it is possible to promote the efficient utilization ofthe engine energy while shifting from the starting of the first engineENG1 to the engine running. That is, while the driving force istransmitted to the driving target member 11 after the engine is started,the engine energy is supplied to the main motor/generator MG1 or thebattery 8 as the electric power and used effectively by performing theseries running. Thus, the generated energy can be used without waste,which can contribute to improved fuel efficiency.

Especially, when shifting from the EV running using only the drivingforce of the main motor/generator MG1 to the series running, there is aneed for the starting of the first engine ENG1 in the EV running state.However, since the resistance during starting can be reduced by theadaptation of the first one-way clutch OWC1 and by setting thetransmission ratio of the first transmission TM1 to infinity, it ispossible to smoothly perform the transition from the EV running to theseries running without shock. By substantially disconnecting the firstengine ENG1 from the inertial mass portion of the downstream sidethereof by setting the transmission ratio of the first transmission TM1to infinity, the rotation resistance when executing the series runningcan be reduced, and thus, the energy loss during series running isgreatly reduced, which can contribute to improved fuel efficiency.

The transmission ratio is set to infinity, even if the rotation numberof the first engine ENG1 is increased anyway, the power of the firstengine ENG1 is not transmitted to the driving target member 11 via thefirst one-way clutch OWC1, and thus, the series running can be stablymaintained.

During series running, only by controlling the input rotation number ofthe first one-way clutch OWC1, even if the clutch is provided or aspecial control is performed, the power of the first engine ENG1 isdisconnected from the driving target member 11, and the first engineENG1 can function as the power source of the exclusive purpose of thegenerator. Thus, the engine ENG1 can be stably operated in the highefficiency point without requiring the control of the engine rotationnumber or the like depending on the running load, which can greatlycontribute to improved fuel efficiency.

When shifting from the series running to the engine running, since theelectricity generation by the sub motor/generator MG2 is stopped, theburden of the first engine ENG1 can be reduced. Even in the case ofshifting from the series running to the engine running, when the batteryresidual capacity is small, the electricity generation by the submotor/generator MG2 is continued to perform the charging, whereby it ispossible to promote the burden reduction of the first engine ENG1 whilesuitably holding the charging state of the battery 8.

Since the clutch mechanisms CL1 and CL2 are provided between the outputmember 121 of first and second one-way clutches OWC1 and OWC2 and thedriving target member 11, by causing the clutch mechanisms CL1 and CL2to enter the disconnection state, it is possible to separate the powertransmission path (from the engines ENG1 and ENG2 to one-way clutchesOWC1 and OWC2) of the upstream side from the clutch mechanisms CL1 andCL2 from the power transmission path (from the driving target member 11to the driving wheel 2) of the downstream side. Thus, when driving thedriving target member 11 by one of the first and second engines ENG1 andENG2 via one of the first and second one-way clutches OWC1 and OWC2, bydisconnecting one of the clutch mechanisms CL1 and CL2 provided betweenthe other of the clutches OWC1 and OWC2 and the driving target member11, it is possible to prevent the dragging of the one-way clutches OWC1and OWC2 not used in the wheel driving, whereby the unnecessary energyloss can be reduced.

When the input member 122 and the output member 121 of the one-wayclutches OWC1 and OWC2 rotate in the opposite direction (a rotationaldirection during backward movement) with respect to the positivedirection (the rotational direction when a normal vehicle is movedforward), the first and second transmissions TM1 and TM2 constituted bythe above-described infinite continuously variable transmissionmechanisms BD1 and BD2 functions to lock and prevent the reverserotation of the driving target member 11. For this reason, bymaintaining the clutch mechanisms CL1 and CL2 in the release state, theupstream side of the clutch mechanisms CL1 and CL2 can be separated fromthe driving target member 11, whereby it is possible to avoid thelocking effect (also called backward movement prevention effect) by thetransmissions M1 and M2. Thus, it is possible to perform the backwardmovement rotation of the driving target member 11 by the reverserotation operation of the main motor/generator MG1, whereby the vehiclecan be moved reversing.

When departing in a climbing road, by maintaining the clutch mechanismsCL1 and CL2 in the connection state, it is possible to obtain the heelhold function (a function of not slipping down in a hill road) using thebackward movement prevention effect by the locking of the transmissionsTM1 and TM2, and thus, another heel hold control is not necessary.

By setting the sizes of the displacements of the first and secondengines ENG1 and ENG2 to be different from each other, the highefficiency operation points of both engines ENG1 and ENG2 can bedifferent from each other. Thus, by selecting the engines ENG1 and ENG2of the high efficiency side as the driving source depending on therunning state, an overall improvement in energy efficiency can bepromoted.

By the method of the setting of the input rotation number of two one-wayclutches OWC1 and OWC2, a smooth and easy switch-over from the runningby one engine to the running by the other engine can be performed. Forexample, during engine control operation shown in FIG. 28 (whenswitching over from the middle speed running to the middle high speedrunning), in the state of performing the engine running by inputting thedriving force of the first engine ENG1 to the driving target member 11via the first one-way clutch OWC1, the rotation number of the secondengine ENG2 and/or the transmission ratio of the second transmission TM2are changed so that the rotation number to be input to the input member122 of the second one-way clutch OWC2 exceeds the rotation number of theoutput member 121, whereby it is possible to easily switch over thedriving source extracting the power to the driving target member 11 fromthe first engine ENG1 to the second engine ENG2. The switch-overoperation is only to control the rotation number, which is input to thefirst and second one-way clutches OWC1 and OWC2 via the infinitecontinuously variable transmission mechanisms BD1 and BD2, and can besmoothly performed without shock.

As in the control operation shown in FIG. 28, by setting thetransmission ratio of the second transmission TM2 during starting of thesecond engine ENG2 to infinity, the inertial mass portion of thedownstream side of the second transmission TM2 can be separated from thesecond engine ENG2. Thus, the resistance due to the inertial mass duringstarting of the second engine ENG2 can be reduced, and the startingenergy can be reduced. When the second engine ENG2 is started while thedriving force is switched over from the first engine ENG1 to the secondengine ENG2, the power cannot be transmitted from the secondtransmission TM2 to the downstream side. Thus, even when the rotationnumber of the driving target member 11 is reduced by a certain cause(e.g., suddenly stepping on the brake or the like) during starting, thestarting shock can be reduced. After the starting of the second engineENG2, by changing the transmission ratio of the second transmission TM2to a limited value, the rotational speed to be input to the secondone-way clutch OWC2 is controlled. Thus, by raising the input rotationalspeed thereof until exceeding the rotational speed of the output member121, the power of the second engine ENG2 can be reliably transmitted tothe driving target member 11.

As a method of the control during starting of the second engine ENG2,another control operation can also be adopted. That is, when the secondengine ENG2 is started, in the state of setting the second transmissionTM2 in the suitable transmission ratio (the transmission ratio whenbeing larger than an objective transmission ratio, a limited value inwhich the rotational speed of the input member 122 of the second one-wayclutch OWC2 is lower than the rotational speed of the output member 121)in advance, the second engine ENG2 is started. In that case, it ispossible to reduce the time from the starting to the setting of theobjective transmission ratio (the transmission ratio in which therotational speed of the input member 122 of the second one-way clutchOWC2 exceeds the rotational speed of the output member 121), and thus,an improvement in response depending on the request is promoted.

As in the control operation shown in FIG. 30 in the control operation,by controlling the rotation number of the first and second engines ENG1and ENG2 and/or the transmission ratios of the first and secondtransmissions TM1 and TM2 so that the rotational speed to be input toboth input members 122 of the first one-way clutch OWC1 and the secondone-way clutch OWC2 exceeds the rotational speed of the output member121, the great driving force, in which the outputs of two engines ENG1and ENG2 are synthesized, can be easily input to the driving targetmember 11, and it is possible to perform the engine running using thedriving force of both the first engine ENG1 and the second ENG2. At thattime, in the transmissions TM1 and TM2, by using the infinitecontinuously variable transmission mechanisms BD1 and BD2, it ispossible to smoothly perform the switch-over from the running using thedriving force of one engine ENG2 to the running using the syntheticdriving force of two engines ENG1 and ENG2 without shock.

When starting the first engine ENG1 during EV running, the first engineENG1 is started in the state of setting the transmission ratio of thefirst transmission TM1 so that the input rotation number of the firstone-way clutch OWC1 does not exceed the output rotation number, that is,so that the driving force of the first engine ENG1 is not transmitted tothe driving target member 11 of the downstream side of the firsttransmission TM1. Thus, it is possible to prevent shock of enginestarting from being transmitted to the driving wheel 2. The load canalso be reduced during engine starting, and the smooth starting ispossible.

Since the first engine ENG1 is started by the sub motor/generator MG2,there is no need to separately provide a starter device of the exclusivepurpose of the first engine ENG1.

Since the driving target member 11 and the output shaft S2 of the secondengine ENG2 are connected to each other via the synchronizationmechanism 20, by causing the synchronization mechanism 20 to enter theconnection state in the state where the power is introduced into thedriving target member 11, it is possible to perform the start rotationof the output shaft S2 of the second engine ENG2 by the power of thedriving target member 11. Thus, there is no need to provide a starterdevice of the exclusive purpose of the second engine ENG2. Duringstarting, the power necessary for the starting of the second engine ENG2may not be introduced into the driving target member 11. Mainly, in manycases, since the power from the first engine ENG1 as the driving sourceis input to the driving target member 11, the power can be used. Like anoperation called a so-called “pressing”, the power due to the coastingintroduced from the driving wheel 2 side into the driving target member11.

Basically, the starting of the second engine ENG2 is performed whensupplying the power to the driving target member 11 by the first engineENG1. However, even when the power is supplied to the driving targetmember 11 by the main motor/generator MG1, by causing thesynchronization mechanism 20 to enter the connection state, it ispossible to perform the cranking (giving the starter rotation to theengine also called motoring) of the second engine ENG2 by the power tobe transmitted from the main motor/generator MG1 to the driving targetmember 11. In the state of supplying the power to the driving targetmember 11 by the first engine ENG1, when starting the second engineENG2, there is a possibility that the power of the driving target member11 is insufficient (the rotation number is dropped) due to the divisionof the power into the cranking of the second engine ENG2, but theinsufficiency can be supplemented by the driving force of the mainmotor/generator MG1. By doing so, fluctuation of the power of thedriving target member 11 can be suppressed, it is possible to promotethe reduction in shock to the driving wheel when the second engine ENG2is started. That is, it is possible to smoothly start the second engineENG2 without shock.

Immediately after the second engine ENG2 is started, when the drivingpower of the second engine ENG2 is immediately transmitted to thedriving target member 11 via the second transmission TM2 and the secondone-way clutch OWC2, shock may be generated in the driving wheel 2.However, when the second engine ENG2 is cranked, by setting thetransmission ratio so that the rotational speed of the input member 122of the second one-way clutch OWC2 is lower than the rotational speed ofthe output member 121, immediately after the starting, the power fromthe second engine ENG2 is not transmitted to the driving target member11, and thus shock generated in the driving wheel 2 can be suppressed.Especially, by setting the transmission ratio to infinity in the secondinfinite continuously variable transmission mechanism BD2, it ispossible to separate the inertial mass of the inner portion or thedownstream side thereof of the transmission mechanism BD2 from theoutput shaft S2 of the second engine ENG2 as much as possible. Thus, thestarting resistance of the second engine ENG2 can be reduced, and thestarting is easily performed.

When the driving forces of two engines ENG1 and ENG2 during high speedrunning or the like are synthesized to drive the driving target member11, at least one of the first engine ENG1 is operated in the highefficiency operation region, which can contribute to improved fuelefficiency. That is, in the state of fixing the operation condition in acertain scope so that the rotation number of the first engine ENG1and/or the torque enter the high efficiency operation region, the firstengine ENG1 and/or the first transmission TM1 are controlled, andcontrolling the second engine ENG2 and the second transmission TM2 cancope with the output request exceeding the output to be obtained by thefixed operation condition, which can contribute to improved fuelefficiency.

Particularly, even when the displacement of the first engine ENG1, towhich the operation condition is fixed, is smaller than the displacementof the second engine ENG2, and the fluctuation in the request output isgreat, the engine of the large displacement copes with the requestfluctuation, and thus, the delay to the request can be reduced. When thedisplacement of the first engine ENG1, to which the operation conditionis fixed, is larger than the displacement of the second engine ENG2, theengine of the large displacement is operated in the high efficiencyoperation range, which can further contribute to improved fuelefficiency.

The control can be performed so that, when the request output is equalto or greater than a predetermined value, the engine of the smalldisplacement is set in the operation condition fixing side, and when therequest output is equal to or less than a predetermined value, theengine of the large displacement is set in the operation conditionfixing. In that case, the delay to the request can be reduced, andimproved fuel efficiency can be promoted.

The present invention is not limited to the above embodiment, but can besuitably modified or improved. Materials, shapes, sizes, numbers,disposition places or the like of the respective components in the aboveembodiments are arbitrary and not limited as long as they can accomplishthe present invention.

For example, in the above embodiment, in the left and right sides of thedifferential device 10, the first one-way clutch OWC1 and the secondone-way clutch OWC2 are disposed, respectively, and the output members121 of the respective first and second one-way clutches OWC1 and OWC2are connected to the driving target member 11 via the clutch mechanismsCL1 and CL2. However, as in another embodiment shown in FIG. 39, thefirst and second one-way clutches OWC1 and OWC2 may be disposed on oneside of the differential device 10, and the one-way clutches may beconnected to the driving target member 11 via one clutch mechanism CLafter connecting the output members of the both one-way clutches OWC1and OWC2.

In the above embodiment, the first and second transmissions TM1 and TM2are configured by the type using the eccentric disk 104 or theconnection member 130 and the one-way clutch 120. However, other CVT orthe like may be used as the transmission mechanism. When using thetransmission mechanism of other type, the one-way clutches OWC1 and OWC2may be provided in the outside (the downstream side) of the transmissionmechanism.

In the above embodiment, a case was described where the state running bythe driving force of the first engine ENG1 is switched over to the staterunning by the driving force of the second engine ENG2. However,contrary to this, the state running by the driving force of the secondengine ENG2 is switched over to the state running by the driving forceof the first engine ENG1. In that case, in the state where the generatedpower of the second engine ENG2 via the second one-way clutch OWC2 isinput to the driving target member 11, by changing the rotation numberof the first engine ENG1 and/or the transmission ratio of the firsttransmission TM1 so that the rotation number to be input to the inputmember 122 of the first one-way clutch OWC1 exceeds the rotation numberof the output member 121, the switch-over can be smoothly performed.

In the above embodiment, a configuration was described which has twoengines and two transmissions, but a configuration having three or moreengines and three or more transmissions may be used. The engine may beused by combining a diesel engine or a hydrogen engine and a gasolineengine.

The first engine ENG1 and the second engine ENG2 of the above embodimentmay be configured as a separated body or may be configured as one body.For example, as shown in FIG. 40, the first engine ENG1 and the secondengine ENG2 may be disposed in the common block BL as the first internalcombustion engine section and the second internal combustion enginesection, respectively of the present invention.

The present invention is based on Japanese Patent Application No.2010-136542 filed on Jun. 15, 2010, Japanese Patent Application No.2010-136544 filed on Jun. 15, 2010, and Japanese Patent Application No.2010-136549 filed on Jun. 15, 2010, and the contents thereof areincorporated herein by reference.

DESCRIPTION OF REFERENCE NUMERALS AND CHARACTERS

-   -   1 driving system    -   2 driving wheel    -   5 controller    -   8 battery (storage)    -   11 driving target member (differential case)    -   12 driven gear    -   13L left accelerator shaft    -   13R right accelerator shaft    -   15 driven gear    -   20 synchronization mechanism (clutch)    -   101 input shaft    -   104 eccentric disk    -   112 transmission variable mechanism    -   120 one-way clutch    -   121 output member    -   122 input member    -   123 roller (engagement member)    -   130 connection member    -   131 one end portion (ring portion)    -   132 the other end portion    -   133 circular opening    -   140 bearing    -   180 actuator    -   BD1 first infinite continuously variable transmission mechanism    -   BD2 second infinite continuously variable transmission mechanism    -   CL1 clutch mechanism    -   CL2L clutch mechanism    -   ENG1 first engine (first internal combustion engine section)    -   ENG2 second engine (second internal combustion engine section)    -   MG1 main motor/generator    -   MG2 sub motor/generator    -   OWC1 first one-way clutch    -   OWC2 second one-way clutch    -   S1 output shaft    -   S2 output shaft    -   TM1 first transmission (first transmission mechanism)    -   TM2 second transmission (second transmission mechanism)    -   O1 input center axis    -   O2 output center axis    -   O3 first fulcrum    -   O4 second fulcrum    -   RD1 positive rotation direction    -   RD2 reverse rotation direction    -   r1 eccentricity    -   θ2 oscillation angle    -   ω1 rotation angular speed of input shaft    -   ω2 angular speed of output member

The invention claimed is:
 1. A vehicle driving system including: a firstinternal combustion engine section and a second internal combustionengine section that generate rotational powers, respectively; a firsttransmission mechanism and a second transmission mechanism that outputthe generated rotational powers of the first internal combustion enginesection and the second internal combustion engine section while changingspeeds thereof, respectively; a first one-way clutch and a secondone-way clutch that are provided in the output portions of the firsttransmission mechanism and the second transmission mechanism,respectively, each one-way clutch having: an input member that receivesthe rotational powers from the first transmission mechanism and thesecond transmission mechanism; an output member; and an engagementmember that makes the input member and the output member enter a lockedstate or an unlocked state with each other, so that the input member andthe output member enter the locked state when a rotational speed of apositive direction of the input member exceeds a rotational speed of apositive direction of the output member, thereby transmitting therotational power from the input member to the output member; and adriving target member that is commonly connected to the output membersof the first one-way clutch and the second one-way clutch and transmitsthe rotational power to be transmitted to the output members of eachone-way clutch to a driving wheel, wherein the generated rotationalpowers of the first internal combustion engine section and the secondinternal combustion engine section are input to the first one-way clutchand the second one-way clutch via the first transmission mechanism andthe second transmission mechanism, respectively, and the rotationalpowers are input to the driving target member via the first one-wayclutch and the second one-way clutch, respectively.
 2. The system ofclaim 1, wherein the first transmission mechanism and the secondtransmission mechanism are constituted by continuously variabletransmission mechanisms that can be changed in a non-step manner.
 3. Thesystem of claim 2, wherein the continuously variable transmissionmechanism includes: an input shaft that rotates around an input centeraxis by receiving the rotational power; plural first fulcrums that areprovided in a circumferential direction of the input shaft at equalintervals, are able to change an eccentricity with respect to the inputcenter axis, respectively, and rotate together with the input shaftaround the input center axis while maintaining the eccentricity; pluraleccentric disks that hold the first fulcrums as the centers,respectively, and rotate around the input center axis; a one-way clutchthat has an output member that rotates around an output center axisseparated from the input center axis, an input member that is oscillatedaround the output center axis by receiving the power of a rotationaldirection from the outside, and an engagement member that makes theinput member and the output member enter a locked state or an unlockedstate with each other, and when the rotational speed of the positivedirection of the input member exceeds the rotational speed of thepositive direction of the output member, the one-way clutch transmitsthe rotational power, which was input into the input member, to theoutput member, thereby converting an oscillation movement of the inputmember to a rotational movement of the output member; a second fulcrumthat is positioned separately from the output center axis of the inputmember; plural connection members that have one ends connected to theouter peripheries of the eccentric disks so as to be rotatable aroundthe first fulcrum and the other ends connected to the second fulcrumprovided on the input member of the one-way clutch so as to berotatable, thereby transmitting the rotational movement, which is givenfrom the input shaft to the eccentric disk, to the input member of theone-way clutch as an oscillation movement of the input member; and atransmission ratio variable mechanism that changes an oscillation angleof the oscillation movement to be transmitted from the eccentric disk tothe input member of the one-way clutch by adjusting the eccentricity ofthe first fulcrum with respect to the input center axis, therebychanging the transmission ratio when the rotational power to be inputinto the input shaft is transmitted to the output member of the one-wayclutch via the eccentric disk and the connection member as therotational power, and wherein the continuously variable transmissionmechanism is configured as a four bar linkage mechanism of continuouslyvariable transmission mechanism that can set the transmission ratio toinfinity by setting the eccentricity to be zero, the output shaft of theinternal combustion engine section is connected to the input shaft ofthe continuously variable transmission mechanism, and the one-way clutchwhich is a component of the continuously variable transmission mechanismalso serves as the first one-way clutch and the second one-way clutchprovided between the first transmission mechanism, the secondtransmission mechanism, and the driving target member, respectively. 4.The system of claim 3, further including: clutch mechanisms that cantransmit/disconnect the power between the output members of the firstone-way clutch and the second one-way clutch and the driving targetmember.
 5. The system of claim 1, further including: a mainmotor/generator connected to the driving target member.
 6. The system ofclaim 1, further including: a sub motor/generator connected to theoutput shaft of the first internal combustion engine section.
 7. Thesystem of claim 1, further including: a main motor/generator connectedto the driving target member; and a sub motor/generator connected to theoutput shaft of the first internal combustion engine section.
 8. Thesystem of claim 1, further including: clutch mechanisms that cantransmit/disconnect the power between the output members of the firstone-way clutch and the second one-way clutch and the driving targetmember.
 9. The system of claim 1, wherein the first and second internalcombustion engine sections have high efficiency operation pointsdifferent from each other.
 10. The system of claim 1, further including:a controller configured to perform a synchronization control whichcontrols the rotation number of the first and second internal combustionengine sections and/or the transmission ratios of the first and secondtransmission mechanisms so that the rotational speed to be input intoboth input members of the first one-way clutch and the second one-wayclutch exceeds the rotational speed of the output member, wherein thecontroller controls the first internal combustion engine section and/orthe first transmission mechanism in the state of fixing an operationcondition to a certain range so that the rotation number and/or thetorque of the first internal combustion engine section enters a highefficiency operation region when performing the synchronization control,and controls the second internal combustion engine section and thesecond transmission mechanism depending on an output request exceedingan output to be obtained by the fixed operation condition.
 11. Thesystem of claim 10, wherein a displacement of the first internalcombustion engine section, to which the operation condition is fixed, issmaller than a displacement of the second internal combustion enginesection.
 12. The system of claim 10, wherein a displacement of the firstinternal combustion engine section, to which the operation condition isfixed, is greater than a displacement of the second internal combustionengine section.
 13. The system of claim 10, wherein one of the firstinternal combustion engine section and the second internal combustionengine section is set to have a large displacement, and the otherthereof is set to have a small displacement, and wherein the controllerperforms the control so that, when the output request is equal to orgreater than a predetermined value, the internal combustion enginesection of the small displacement is set in the operation conditionfixing side, and when the output request is equal to or less than apredetermined value, the internal combustion engine section of the largedisplacement is set in the operation condition fixing side.
 14. Thesystem of claim 10, wherein the continuously variable transmissionmechanism includes: an input shaft that rotates around the input centeraxis by receiving the rotational power; plural first fulcrums that areprovided in a circumferential direction of the input shaft at equalintervals, are able to change an eccentricity with respect to the inputcenter axis, respectively, and rotate together with the input shaftaround the input center axis while maintaining the eccentricity; pluraleccentric disks that hold the first fulcrums as the centers,respectively, and rotate around the input center axis; a one-way clutchthat has an output member that rotates around an output center axisseparated from the input center axis, an input member that is oscillatedaround the output center axis by receiving the power of a rotationaldirection from the outside, and an engagement member that makes theinput member and the output member enter a locked state or an unlockedstate with each other, and when the rotational speed of the positivedirection of the input member exceeds the rotational speed of thepositive direction of the output member, the one-way clutch transmitsthe rotational power, which was input into the input member, to theoutput member, thereby converting an oscillation movement of the inputmember to a rotational movement of the output member; a second fulcrumthat is positioned separately from the output center axis on the inputmember; plural connection members that have one ends connected to theouter peripheries of the eccentric disks so as to be rotatable aroundthe first fulcrum, and the other ends connected to the second fulcrumprovided on the input member of the one-way clutch so as to berotatable, thereby transmitting the rotational movement, which is givenfrom the input shaft to the eccentric disk, to the input member of theone-way clutch as an oscillation movement of the input member; and atransmission ratio variable mechanism that changes an oscillation angleof the oscillation movement to be transmitted from the eccentric disk tothe input member of the one-way clutch by adjusting the eccentricity ofthe first fulcrum with respect to the input center axis, therebychanging the transmission ratio when the rotational power to be inputinto the input shaft is transmitted to the output member of the one-wayclutch via the eccentric disk and the connection member as therotational power, and wherein the continuously variable transmissionmechanism is configured as a four bar linkage mechanism of continuouslyvariable transmission mechanism that can set the transmission ratio toinfinity by setting the eccentricity to be zero, the output shaft of theinternal combustion engine section is connected to the input shaft ofthe continuously variable transmission mechanism, and the one-way clutchwhich is a component of the continuously variable transmission mechanismalso serves as the first one-way clutch mechanism and the second one-wayclutch mechanism provided between the first transmission, the secondtransmission, and the driving target member, respectively.
 15. Thesystem of claim 1, further including: a controller configured to performa synchronization control which controls the rotation number of thefirst and second internal combustion engine sections and/or thetransmission ratios of the first and second transmission mechanisms sothat the rotational speed to be input into both input members of thefirst one-way clutch and the second one-way clutch exceeds therotational speed of the output member.
 16. The system of claim 15,wherein the first transmission mechanism and the second transmissionmechanism are constituted by continuously variable transmissionmechanisms capable of changing the transmission ratio in a non-stepmanner.
 17. The system of claim 16, wherein the continuously variabletransmission mechanism includes: an input shaft that rotates around theinput center axis by receiving the rotational power; plural firstfulcrums that are provided in a circumferential direction of the inputshaft at equal intervals, are able to change an eccentricity withrespect to the input center axis, respectively, and rotate together withthe input shaft around the input center axis while maintaining theeccentricity; plural eccentric disks that hold the first fulcrums as thecenters, respectively, and rotate around the input center axis; aone-way clutch that has an output member that rotates around an outputcenter axis separated from the input center axis, an input member thatis oscillated around the output center axis by receiving the power of arotational direction from the outside, and an engagement member thatmakes the input member and the output member enter a locked state or anunlocked state with each other, and when the rotational speed of thepositive direction of the input member exceeds the rotational speed ofthe positive direction of the output member, the one-way clutchtransmits the rotational power, which was input into the input member,to the output member, thereby converting an oscillation movement of theinput member to a rotational movement of the output member; a secondfulcrum that is positioned separately from the output center axis on theinput member; plural connection members that have one ends connected tothe outer peripheries of the eccentric disks so as to be rotatablearound the first fulcrum, and the other ends connected to the secondfulcrum provided on the input member of the one-way clutch so as to berotatable, thereby transmitting the rotational movement, which is givenfrom the input shaft to the eccentric disk, to the input member of theone-way clutch as an oscillation movement of the input member; and atransmission ratio variable mechanism that changes an oscillation angleof the oscillation movement to be transmitted from the eccentric disk tothe input member of the one-way clutch by adjusting the eccentricity ofthe first fulcrum with respect to the input center axis, therebychanging the transmission ratio when the rotational power to be inputinto the input shaft is transmitted to the output member of the one-wayclutch mechanism via the eccentric disk and the connection member as therotational power, and wherein the continuously variable transmissionmechanism is configured as a four bar linkage mechanism of continuouslyvariable transmission mechanism that can set the transmission ratio toinfinity by setting the eccentricity to be zero, the output shaft of theinternal combustion engine section is connected to the input shaft ofthe continuously variable transmission mechanism, and the one-way clutchwhich is a component of the continuously variable transmission mechanismalso serves as the first one-way clutch and the second one-way clutchprovided between the first transmission mechanism, the secondtransmission mechanism, and the driving target member, respectively.